System and method for controlling a vehicle

ABSTRACT

A vehicle control system determines an upper non-zero limit on deceleration of a vehicle to prevent rollback of the vehicle down a grade being traveled up on by the vehicle. The upper non-zero limit on deceleration is determined by the controller based on a payload carried by the vehicle, a speed of the vehicle, and a grade of a route being traveled upon by the vehicle. The controller is configured to monitor the deceleration of the vehicle, and to automatically prevent the deceleration of the vehicle from exceeding the upper non-zero limit by controlling one or more of a brake or a motor of the vehicle. The controller also is configured to one or more of actuate the brake or supply current to the motor of the vehicle to prevent rollback of the vehicle while the vehicle is moving up the grade at a non-zero speed.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation application of U.S. application Ser.No. 15/796,960, which was filed on 30 Oct. 2017 which claims priority toU.S. Provisional Application No. 62/480,590, which was filed on 3 Apr.2017. This application also claims priority to U.S. ProvisionalApplication No. 62/415,589, which was filed on 1 Nov. 2016.

This application also is a continuation-in-part of U.S. patentapplication Ser. No. 14/974,430, which was filed on 18 Dec. 2015 (the“'430 Application”). The '430 Application is continuation ofInternational Application PCT/US2015/010756, filed 9 Jan. 2015, whichclaims priority to U.S. Provisional Application No. 61/925,733, filed 10Jan. 2014. The '430 Application also is a continuation-in-part of U.S.application Ser. No. 14/464,226, filed 20 Aug. 2014, which claimspriority to U.S. Provisional Application No. 61/867,780 filed 20 Aug.2013.

All the aforementioned applications are incorporated by reference hereinin their entireties.

FIELD

Embodiments of the inventive subject matter described herein relate tovehicle control. Other embodiments relate to controlling a vehicle toprevent rollback.

BACKGROUND

Vehicles, such as off-highway mining vehicles “OHVs” and load-haul-dumpvehicles “LHDs” used to mine and haul heavy payloads from undergroundmines, are well known. LHDs and other vehicles are commonly available inboth diesel and electric versions and often employ motorized wheels forpropelling or retarding the vehicle in an energy efficient manner. Thisefficiency is typically accomplished by employing a large horsepowerdiesel engine in conjunction with an alternator, a main tractioninverter, and wheel drive assemblies housed within the tires of thevehicle. The diesel engine is directly associated with the alternatorsuch that the diesel engine drives the alternator. The alternator powersthe main traction inverter, which supplies electrical power having acontrolled voltage and frequency to electric drive motors of the wheeldrive assemblies. Each wheel drive assembly houses a planetary geartransmission that converts the rotation of the associated drive motorenergy into a high torque low speed rotational energy output which issupplied to the wheels.

In addition to powering the main traction inverter, and thus theelectric drive motors for propelling the vehicle, the alternator alsopowers hydraulic pumps and hydraulic motors used by various auxiliaryvehicle systems, such as for bucket movement and for application ofservice and parking brakes.

Due to the weight of such vehicles, the payloads carried, and theenvironment within which such vehicles are utilized, operating thesevehicles on grade can present several challenges, especially forinexperienced operators. Accordingly, it may be desirable to provide asystem and method for controlling a vehicle that differ from existingsystems and methods.

BRIEF DESCRIPTION

In an embodiment, a method for controlling a vehicle is provided. Themethod includes the steps of, while traveling on grade in a selecteddirection of travel, controlling at least one traction motor of thevehicle to provide a controlled deceleration of the vehicle, andautomatically applying a service brake of the vehicle while the vehicleis moving in the selected direction of travel.

In another embodiment, a system is provided. The system includes acontrol unit configured to be electrically coupled to a drive system ofa vehicle, the drive system including at least one traction motor forproviding motive power to the vehicle, and a service brake associatedwith at least one wheel of the vehicle. In the absence of a command toprovide the motive power in the selected direction of travel, thecontrol unit is configured to automatically apply the service brakewhile the vehicle is moving in a selected direction of travel to preventrollback of the vehicle.

In an embodiment, a method for controlling a vehicle is provided. Themethod includes the steps of determining a selected direction of travelof the vehicle, monitoring a direction of operation of a motor of thevehicle, monitoring a speed of the motor, and automatically applying aservice brake of the vehicle when a rollback condition is detected toprevent rollback of the vehicle.

In another embodiment, a system is provided. The system includes acontrol unit configured to be electrically coupled to a drive system ofa vehicle, the drive system including at least one traction motor forproviding motive power to the vehicle, and a service brake associatedwith at least one wheel of the vehicle. The control unit is configuredto automatically apply the service brake when a rollback condition isdetected to prevent rollback of the vehicle.

In yet another embodiment, a vehicle is provided. The vehicle includes adrive system including a traction motor connected in drivingrelationship to a wheel of the vehicle, the motor being configured toprovide motive power to propel the vehicle in a selected direction oftravel in a propel mode of operation, a controller electrically coupledto the drive system, and a friction brake associated with at least onewheel of the vehicle. The controller is configured to automaticallyengage the friction brake when a rollback condition is detected toprevent rollback of the vehicle.

In an embodiment, a control system (e.g., braking control system) for avehicle comprises an electric drive system associated with at least afirst set of wheels of the vehicle and a drive system control unitconfigured to control the electric drive system to selectively provideelectric motive power to the at least the first set of wheels to propelthe vehicle and electric retarding to slow the vehicle. The systemfurther comprises a friction brake system associated with at least oneof the first set of wheels or a second set of wheels of the vehicle, anda friction brake control unit configured to control the friction brakesystem for a friction brake application to the at least one of the firstset of wheels or the second set of wheels. The drive system control unitis further configured to communicate with the friction brake controlunit to control an amount of the friction brake application duringvehicle stops and starts. For example, the drive system control unit maybe configured to communicate with the friction brake control unit to atleast partially automatically control the amount of the friction brakeapplication during vehicle stops and starts on an inclined grade onwhich the vehicle is positioned.

In another embodiment, a method of controlling vehicle comprises, at adrive system control unit of the vehicle, controlling an electric drivesystem associated with at least a first set of wheels of the vehicle toselectively provide electric motive power to the at least the first setof wheels to propel the vehicle and electric retarding to slow thevehicle. The method further comprises determining a torque level neededto move the vehicle from stop to up an inclined grade, and, responsiveto an input from an operator control for the vehicle to move up thegrade, communicating with a friction brake control unit of the vehicleto remove a friction brake application that holds the vehicle stoppedand concurrently controlling the electric drive system of the vehicle toprovide the electric motive power according to the torque level that isdetermined, for the vehicle to move from stop to up the inclined gradewithout substantial vehicle rollback.

In another embodiment, a method of controlling a vehicle comprises, at adrive system control unit of the vehicle, controlling an electric drivesystem associated with at least a first set of wheels of the vehicle toselectively provide electric motive power to the at least the first setof wheels to propel the vehicle and electric retarding to slow thevehicle. The method further comprises determining a force needed to holdthe vehicle on an inclined grade on which the vehicle is positioned, andcommunicating with a friction brake control unit of the vehicle todecrease or increase an amount of friction brake application applied toat least one of the first set of wheels or a second set of wheels of thevehicle, in dependence upon the force that is determined to hold thevehicle on the inclined grade.

In one embodiment, a vehicle control system includes a controllerconfigured to determine an upper non-zero limit on deceleration of avehicle. The controller is configured to determine the upper non-zerolimit to prevent rollback of the vehicle down a grade being traveled upon by the vehicle. The upper non-zero limit on deceleration isdetermined by the controller based on a payload carried by the vehicle,a speed of the vehicle, and a grade of a route being traveled upon bythe vehicle. The controller is configured to monitor the deceleration ofthe vehicle, and to automatically prevent the deceleration of thevehicle from exceeding the upper non-zero limit by controlling one ormore of a brake or a motor of the vehicle. The controller also isconfigured to one or more of actuate the brake or supply current to themotor of the vehicle to prevent rollback of the vehicle while thevehicle is moving up the grade at a non-zero speed.

In one embodiment, a method includes determining an upper non-zero limiton deceleration of a vehicle to prevent rollback of the vehicle down agrade being traveled up on by the vehicle. The upper non-zero limit ondeceleration is determined based on a payload carried by the vehicle, aspeed of the vehicle, and a grade of a route being traveled upon by thevehicle. The method also includes monitoring the deceleration of thevehicle and automatically preventing the deceleration of the vehiclefrom exceeding the upper non-zero limit by controlling one or more of abrake or a motor of the vehicle. Deceleration of the vehicle isprevented from exceeding the upper non-zero limit by one or moreactuating the brake or supplying current to the motor of the vehicle toprevent rollback of the vehicle while the vehicle is moving up the gradeat a non-zero speed.

In one embodiment, a vehicle control system includes a controllerconfigured to determine a selected direction of travel of a vehicle, anoperational direction of a motor of the vehicle, and an operationalspeed of the motor. The controller is configured to identify a rollbackcondition of the vehicle responsive to the operational direction of themotor of the vehicle being different from the selected direction oftravel of the vehicle. The controller also is configured toautomatically slow or stop movement of the vehicle by automaticallyactuating a brake of the vehicle responsive to the rollback conditionbeing identified and the operational speed of the motor exceeding adesignated, non-zero speed threshold.

In one embodiment, a vehicle control system includes a controllerconfigured to determine a lower limit on speed of a vehicle. Thecontroller is configured to determine the lower limit to preventrollback of the vehicle down a grade being traveled up on by thevehicle. The lower limit is determined by the controller based on apayload carried by the vehicle and a grade of a route being traveledupon by the vehicle. The controller is configured to monitor the speedof the vehicle and to automatically prevent the speed of the vehiclefrom falling below the lower limit by actuating a brake of the vehicle.The controller is configured to actuate the brake based on the speed ofthe vehicle and independent of acceleration of the vehicle. Thecontroller also is configured to actuate the brake of the vehicle toprevent rollback of the vehicle while the vehicle is moving up the gradeat a non-zero speed.

In one embodiment, a method includes receiving a throttle commandrepresentative of an operator-requested increase in a throttle settingof a vehicle while a brake of the vehicle is engaged, increasing atorque generated by one or more motors of the vehicle responsive toreceiving the throttle command, and releasing the brake of the vehicleresponsive to one or more of the torque generated by the one or moremotors reaching a maximum available torque, the torque generated by theone or more motors reaching a target release acceleration, or expirationof a predetermined non-zero duration of time.

In one embodiment, a method includes determining whether a brake of avehicle is released while the vehicle is in a stopped state on a gradeof a route, responsive to determining that the brake is released, one ormore of allowing the vehicle to roll back down the grade by no more thana designated, non-zero threshold distance or rapidly accelerating thevehicle using torque generated by one or more motors of the vehicle, andsmoothly transitioning movement of the vehicle up the grade by adjustingthe torque generated by the one or more motors subsequent to the one ormore of allowing the vehicle to roll down the grade or rapidlyaccelerating the vehicle.

In one embodiment, a method includes (while one or more brakes of avehicle in a stationary position on a grade are engaged) repeatedlydetermining whether an operator input to release the one or more brakesis received during a blanking interval, releasing the one or more brakesof the vehicle responsive to not receiving the operator input to releasethe one or more brakes during the blanking interval, and automaticallygenerating torque with one or more motors of the vehicle to propel thevehicle up the grade.

BRIEF DESCRIPTION OF THE DRAWINGS

Reference is now made briefly to the accompanying drawings, in which:

FIG. 1 is a side elevation view of a load-haul-dump vehicle outfittedwith a system for preventing vehicle rollback, according to anembodiment of the inventive subject matter;

FIG. 2 is a perspective view of another vehicle outfitted with a systemfor preventing vehicle rollback, according to an embodiment of theinventive subject matter;

FIG. 3 is a schematic diagram of a drive system and system forpreventing vehicle rollback, according to an embodiment of the inventivesubject matter;

FIG. 4 is a diagram illustrating a control routine for preventingvehicle rollback, according to an embodiment of the inventive subjectmatter;

FIG. 5 is a diagram illustrating a control routine for preventingvehicle rollback, according to another embodiment of the inventivesubject matter;

FIG. 6 is diagram illustrating a control routine for preventing vehiclerollback, according to another embodiment of the inventive subjectmatter;

FIG. 7 is diagram illustrating a control routine for preventing vehiclerollback, according to another embodiment of the inventive subjectmatter;

FIG. 8 is diagram illustrating a control routine for preventing vehiclerollback, according to yet another embodiment of the inventive subjectmatter;

FIG. 9 is a diagram illustrating a control routine for preventingvehicle rollback, according to an embodiment of the inventive subjectmatter;

FIG. 10 is a graph illustrating operation of the system for preventingvehicle rollback, according to an embodiment of the inventive subjectmatter;

FIG. 11 is a schematic diagram of an electric drive and retardingsystem, according to an embodiment;

FIG. 12 is a block diagram illustrating a control system includinghydraulic friction brakes and an electric retarder, according to anembodiment;

FIG. 13 illustrates a flowchart of one embodiment of a method forcontrolling vehicle movement from a stopped position on a grade; and

FIG. 14 illustrates a flowchart of one embodiment of a method forautomated control of vehicle movement on a grade when no input isprovided from an operator of the vehicle.

DETAILED DESCRIPTION

Reference will be made below in detail to example embodiments of theinventive subject matter, examples of which are illustrated in theaccompanying drawings. Wherever possible, the same reference numeralsused throughout the drawings refer to the same or like parts. Althoughexample embodiments of the inventive subject matter are described withrespect to load-haul-dump vehicles having a diesel engine that areutilized in the underground mining industry, embodiments of theinventive subject matter are also applicable for use with internalcombustion engines and vehicles employing such engines, generally. Forexample, the vehicles may be off-highway vehicles designed to perform anoperation associated with a particular industry, such as mining,construction, farming, etc., and may include haul trucks, cranes, earthmoving machines, mining machines, farming equipment, tractors, materialhandling equipment, earth moving equipment, etc. Alternatively oradditionally, the vehicles may be on-road vehicles, such astractor-trailer rigs, on-road dump trucks, etc. Moreover, yet otherembodiments of the inventive subject matter are applicable to purelyelectric vehicles and machinery, such as battery powered vehicles. Asused herein, “electrical communication” or “electrically coupled” meansthat certain components are configured to communicate with one anotherthrough direct or indirect signaling by way of direct or indirectelectrical connections. As also used herein, “zero speed” refers to acondition of a vehicle when it is stopped/static. “Near zero” speedmeans very-nearly stopped (e.g., in an embodiment, traveling no morethan 5 mph/8 kph, or in another embodiment, traveling no more than 1mph/1.6 kph).

Embodiments of the inventive subject matter relate to control systems(and related methods) for controlling a vehicle, which prevent thevehicle from rolling backwards on grade. “Grade” refers to a non-flatsurface having an incline of greater or less than zero degrees. “Servicebrake” refers to a mechanical friction brake, e.g., typically of thetype where a brake pad is actuated with an air/pneumatic or hydraulicsystem to engage a rotor or disc that is connected to a wheel or axle,and which is typically separate from the propulsion system.)

FIG. 1 illustrates a load-haul-dump vehicle 10, in which a controlsystem of the inventive subject matter may be incorporated. The LHDvehicle includes a front chassis 12 connected to a rear chassis 14through an articulated joint 16. The vehicle 10 also includes a bucket18 at the front thereof for engaging an overburden pile and/or formoving overburden and/mined material. The bucket 118 is operable via ahydraulic lift assembly (not shown). A rear of the vehicle 100 isprovided with a compartment 20 within which a diesel engine (in the caseof diesel engine driven vehicle) or batteries (in the case of anelectrically driven vehicle) for providing motive power to the vehicle10 and its accessories are housed.

With reference to FIG. 2, the vehicle may be a haul truck 30. The haultruck 30 is a dump truck specifically engineered for use in highproduction mining and heavy-duty construction environments. The drivesystem of the haul truck includes drive wheels 32 coupled to adiesel-electric power/traction system which provides motive power to thehaul truck. (The haul truck and underground mining vehicles areillustrative of vehicles generally, although in embodiments, a systemand/or method of the inventive subject matter is implemented on a haultruck or an underground mining vehicle specifically.)

FIG. 3 schematically illustrates an example of a drive system 100 for anelectric drive machine such as LHD vehicle 10 or haul truck 30. Thedrive system 100 includes a primary power source such as an engine 102(e.g., a diesel engine, a gasoline engine, a multi-fuel engine, etc.)and a traction alternator/generator 104 mechanically coupled to anddriven by the engine 102. As illustrated in FIG. 3, the tractionalternator 104 is electrically coupled to a traction bus 106. Thealternator 104 is configured to provide AC electric power to one or morerectifiers 108, which are electrically connected to one or more powerconverters, e.g., first and second inverters 110, 112, via the tractionbus 106. The inverters 110, 112 are connected to one or more motors,such as first and second traction motors 114, 116 associated with firstand second wheels of the vehicle, e.g., rear wheels 12 (including firstrear wheel 118 and second rear wheel 120) of vehicle 10, respectively.Optionally, the vehicle may have a single motor or more than two motors.While two inverters and two motors are shown in FIG. 3, one or moreembodiments of the inventive subject matter described herein may be usedin connection with a single inverter and a single motor, or more thantwo inverters and more than two motors in a vehicle. The rectifier 108is configured to convert the AC power received from the alternator 104into a DC output which is then fed to the inverters 110, 112 through thetraction bus 106. The inverters 110, 112 are configured to supplythree-phase, variable frequency AC power to the first and secondtraction motors 114, 116 associated with the first and second wheels118, 120 of the vehicle 10 (typically the rear wheels of the vehicle).

As also shown in FIG. 3, in an embodiment, a starter motor 122 may beassociated with the engine 102 for rotating the engine 102 so as toinitiate operation, as is known in the art. In addition, the vehicle mayinclude a battery 124, e.g. a 24V battery, electrically coupled to thealternator 104 through a tertiary winding 126 and a field winding 128.The battery 124 is configured to function as an alternator field staticexcitor to initiate operation of the electric drive system 100 of thevehicle 10.

The traction motors 114, 116 provide the tractive power to move thevehicle, and may be AC or DC electric motors. When using DC tractionmotors, the output of the alternator is typically rectified to provideappropriate DC power. When using AC traction motors, the alternatoroutput is typically rectified to DC and thereafter inverted tothree-phase AC before being supplied to the traction motors 114, 116.During a propel mode of operation, power may be transferred from theengine 102 to the traction motors 114, 116, and thus to the wheels 118,120 of the vehicle 10 to effect movement.

In addition to providing motive power, the traction motors 114, 116 mayalso provide a braking force or braking effort for controlling the speedof the vehicle 10 on which the drive system 100 is deployed. This iscommonly referred to as dynamic braking. During a dynamic braking modeof operation, such as when motion of the vehicle is to be retarded,power may be generated by the mechanical rotation of the drive wheelsand directed toward a retarding grid 130. In particular, the kineticenergy of the vehicle 10 may be converted into rotational power at thedrive wheels 118, 120. Rotation of the drive wheels may further rotatethe motors 114, 116 so as to generate electrical power, for example, inthe form of AC power. The inverters 110, 112 may serve as a bridge toconvert the power supplied by the motors 114, 116 into DC power.Dissipation of the DC power generated by the motors 114, 116 may producea counter-rotational torque at the drive wheels 118, 120 to deceleratethe vehicle 10. Such dissipation may be accomplished by passing thegenerated current provided by the inverters 110, 112 through aresistance, such as the dynamic braking grid 130, or retarding grid, asshown.

As further illustrated in FIG. 3, the drive system 100 also includes anengine radiator fan 132 driven by the engine 102 to provide cooling forthe engine 102. The system 100 may also include one or more control andmotor cooling fans 134 mechanically coupled to the alternator 104. Thecooling fan(s) 134 is configured to provide cooling for all componentsof the traction drive system, such as the inverters 110, 112, tractionmotors 114, 116 and the like.

The alternator 104 may also be coupled to a hydraulic pump 136 whichprovides hydraulic pressure for use by accessories or other componentsof the vehicle. For example, the hydraulic pump 136 may be configured toprovide hydraulic pressure for use by the bucket arm 18 and/or brakingdevices, such as one or more hydraulic service brakes 138, 140associated with one or more wheels of the vehicle 10 (e.g., depicted inFIG. 3 as being associated with wheels 118, 120). While two brakes areshown in FIG. 3, optionally, the vehicle can include a single brake ormore than two brakes. The hydraulic service brakes 138, 140 are operableto provide a frictional braking force or braking effort for the wheels118, 120 of the vehicle 10 to stop or slow the vehicle, and may beutilized to supplement, or in place of, the braking effort provided bythe traction motors 114, 116 when operating in the dynamic braking modeof operation. In an embodiment, the hydraulic service brakes 138, 140are fluidly coupled to hydraulic pump 136 and include one or moreelectro-hydraulic proportional valves 144, the position of which may becontrolled by a controller, as discussed hereinafter, to control anamount of braking effort provided by the brakes 138, 140. Other types ofvalves may also be utilized.

While the vehicle 10 described herein is disclosed as including brakingdevices in the form of hydraulic service brakes, other types of servicebrakes may also be utilized on-board the vehicle without departing fromthe broader aspects of the inventive subject matter. For example, theservice brakes may be any type of frictional brake known in the art thatutilize a wear surface that contacts (e.g., by clamping or pressingagainst) a rotating or moving component of a wheel of the vehicle toslow or stop the rotation of the wheel by friction to slow or stop thevehicle. Forcing of the wear surface of the frictional brake against aportion of the wheel (e.g., a disc, drum, etc.) may be accomplishedmechanically, hydraulically, pneumatically or electromagnetically. Asused herein, “service brakes” may encompass vehicle parking brakesand/or wheel brake locks. Optionally, the brake that is applied may beone or more traction motors that are engaged to not rotate in a rearwarddirection (e.g., relative to a selected or previous direction oftravel).

Regardless of the particular type of service brake utilized, the brakingdevices 138, 140 may be manually deployed or actuated by an operator ofthe vehicle such as, for example, by depressing a brake pedal within anoperator cab or by pressing a button on a user interface, although othermeans of initiating the frictional contact of the brake with a rotatingwheel component may also be utilized. In an embodiment, application ofthe service brakes 138, 140 may also be controlled automatically by acontroller or control unit of the vehicle. In particular, as furtherillustrated in FIG. 3, the drive system 100 and various componentsthereof, including the braking devices 138, 140 may be electricallycoupled (or otherwise in communication with) and controlled by acontroller 142. The controller 142 can represent hardware circuitry thatincludes and/or is connected with one or more processors (e.g., one ormore microprocessors, field programmable gate arrays, and/or integratedcircuits). In particular, the controller 142 is configured to controlthe traction motor system 100 and the various components thereof, andthe electricity supplied to and from the traction motor system.

As discussed hereinafter, the controller 142 is also operable toautomatically prevent vehicle rollback when on grade through thecoordinated control of the service brakes 138, 140 and the drive system100. In particular, the control unit or controller 142 is configured toautomatically apply the service brakes 138, 140 and/or control thetorque output of the wheel motors 114, 116 to hold the vehicle 10 atzero speed or near zero speed on grade during various operatingconditions, without input from an operator of the vehicle, in order toprevent inadvertent rollback. As used herein, “automatically” meanswithout input or intervention from an operator of the vehicle. As usedherein, “rollback condition” means a state or condition where vehiclemovement in a direction opposite or different from a selected or desireddirection of travel is possible in the absence of braking or depressionof the accelerator pedal of the vehicle.

For example, a rollback condition is possible when a vehicle istraveling on grade and an operator desires to bring the vehicle a stop.As the operator or control system releases an acceleration input deviceof the vehicle, such as the accelerator pedal (or otherwise manually orautomatically ceases acceleration in a direction of travel), the vehiclewill quickly decelerate due to the grade on which the vehicle istraveling, and the vehicle will approach zero speed. Additionally, thevehicle may decelerate even if the operator continues to actuate theacceleration input device (e.g., depress a pedal) due to the grade inthe route. As the zero-speed threshold is reached, the vehicle can rollbackward in the absence of application of the service brakes or parkingbrakes. To prevent this backward movement, one or more brakes may beautomatically actuated and/or one or more motors may be automaticallyoperated to generate torque in an opposite direction. This results inthe vehicle maintaining a position on the route (e.g., not rollingbackward) or the vehicle slightly moving backward at a controlled speed.

The vehicle movement in one or more directions can be determined usingone or more sensors 300. These sensors 300 can include a globalpositioning system receiver, a reflective sensor, an interrupter sensor,an optical encoder, a variable-reluctance sensor, a Wiegand sensor, aHall-effect sensor, or the like. The controller 142 can determine thedirection of travel of the vehicle 10 based on output from the sensors300.

FIG. 4 illustrates a flowchart of one embodiment of a method 400 forpreventing vehicle rollback. The flowchart can represent operationsperformed under the direction of a control routine performed by thecontroller 142 for preventing vehicle rollback when an operator desiresto bring a vehicle to stop on grade. As shown therein, when the operatorreleases the accelerator pedal at 410, the controller 142 is configuredto determine a target maximum deceleration based upon payload, vehiclespeed and/or estimated grade at 412, and to control torque as needed tomaintain vehicle deceleration to less than the maximum deceleration rateand to slow the vehicle, at 414.

The payload weight can be determined based on input provided to thecontroller 142 from an operator, a manifest, a sensor (e.g., a scale onwhich the payload is located), or the like. The vehicle speed can bedetermined by one or more of the sensors 300, such as a globalpositioning system receiver, a tachometer, or the like. The estimatedgrade can be determined from input provided by an operator or byreference to a database containing grades of the route at differentlocations. Optionally, one or more of the sensors 300 can include aninclinometer, accelerometer, or the like, that can output dataindicative of the grade or estimated grade of a route. The targetmaximum deceleration (or upper deceleration limit) can decrease forheavier payloads (or increase for lighter payloads), can decrease forslower vehicle speeds (or increase for faster vehicle speeds) in adirection that is opposite of a selected or previous direction oftravel, and/or can decrease for lesser grades (e.g., grades that areflatter) or increase for steeper grades (e.g., grades that are moreinclined).

The drive system 100 is utilized to provide a controlled descent/slowingof the vehicle (rather than just letting gravity take over). Forexample, the torque generated by motor(s) of the drive system 100 can becontrolled (e.g., automatically) to achieve a target deceleration of thevehicle and reduce the speed of the vehicle to a very low, but non-zero,speed. The vehicle and motor(s) of the vehicle may continue to operatein the selected direction of travel. That is, the vehicle may not beginrolling backward down the grade or stopping movement to zero speed. Asshown at 416, in an embodiment, the operator can then manually apply theservice brakes 138, 140 at zero speed or at a very low, near zero (butpositive) speed. This can allow for the drive system 100 to preventrollback of the vehicle without applying any brake of the vehicle. Forexample, backward movement of the vehicle down the grade can beprevented by applying a torque via the motor(s) of the vehicle that doesnot propel the vehicle in a selected direction of travel (e.g., up thegrade), but that also prevents the vehicle from rolling back down thegrade.

As further shown in FIG. 4, in an embodiment, the controller 142 may beconfigured to automatically apply the service brakes 138, 140 as thevehicle approaches zero speed under controlled deceleration, but whilethe vehicle is still moving in a selected/desired direction of travel.In particular, the controller 142 determines, at 418, whether or not abrake pedal input/retard command is present (such as input by anoperator) or if the accelerator pedal feedback exceeds a threshold. Ifretard/brake is ON or accelerator pedal feedback exceeds a threshold,and vehicle speed is less than a threshold speed (i.e., as the vehicleapproaches zero speed), then the controller 142 applies the servicebrakes 138, 140 regardless of controlled deceleration or abnormal zerotorque deceleration, at 420. If, however, no accelerator pedal or brakefeedback is received/detected, and the vehicle speed is less than athreshold speed (i.e., as the vehicle approaches zero speed), then thecontroller 142 automatically applies the service brakes 138, 140 at alearned speed threshold at zero speed or near zero (but positive speed)based on brake delay time (i.e., the time it takes the brakes to engageand slow/stop the vehicle) and vehicle deceleration, at 422.

Further, if no accelerator pedal or brake input (e.g., manual engagementof the brakes by an operator) is received after a predetermined time haselapsed, then the brakes 138, 140 are then released, at 424. In eitherembodiment, the brakes may be automatically applied at a learned speedthreshold at zero speed or near zero (but positive speed) based on brakedelay time (i.e., the time it takes the brakes to engage and slow/stopthe vehicle) and vehicle deceleration. For example, the controller 142may be configured to apply the brakes earlier when decelerating at arapid rate, and later when decelerating at a slower rate. The inventivedescribed herein therefor provides a means for preventing vehiclerollback when bringing a vehicle to a stop on grade, and provides for asmooth transition from vehicle movement to stop.

Another situation where vehicle rollback can occur is starting a vehicleon grade. When the vehicle is stopped on grade, typically the drivesystem holds the brake on. The brake may have been applied once thevehicle was stopped, or automatically applied during deceleration, asdiscussed above. FIG. 5 illustrates a flowchart of one embodiment of amethod 500 for preventing vehicle rollback when starting movement on agrade. The flowchart can represent operations performed or carried outby the controller 142 for preventing vehicle rollback when starting avehicle on grade. As shown at 510, initially, the vehicle is stopped andthe drive system holds the vehicle in static position (either throughretarding action of the traction motors or through application of theservice brakes (e.g., parking brake)). In an embodiment, at 512 anoperator applies the brake/retarding effort to maintain vehicleposition, and presses the accelerator pedal to ramp up torque toinitiate movement. For example, the operator may select a direction oftravel (e.g., by providing input into the control system through one ormore input devices) and apply the throttle to command vehicle motion.When the torque available at the traction motors exceeds a thresholdvalue sufficient to prevent rollback (i.e., balance torque), the brakesare released at 514 and the vehicle is permitted to move in the selecteddirection of travel. Otherwise, the brakes are continued to be held onby the controller 112, at 516, until the torque exceeds the threshold.In an embodiment, the torque threshold may be selected in dependenceupon the estimated grade.

As further shown in FIG. 5, certain fault conditions may demand otheractions to be taken. For example, drive system torque control and drivesystem brake control may not be enabled or available. If such a faultcondition is present, the controller 142 is configured to release thebrakes 138, 140 at 518 to prompt operator action. At 520, if the faultcondition clears, the controller 142 controls the drive system 100 torespond to the operator/pedal inputs as normal. In another embodiment,drive system brake control may be available and functioning, but drivesystem torque control may not be. In this case, the controller 142 isconfigured to hold the brakes 138, 140 on during such fault condition,at 522. If the fault clears, then the control routine proceeds to theinitial condition 510. If, however, the fault does not clear after apredetermined time, the controller 142 releases the brakes 138, 140while the fault is active, at 524, to prompt the operator to take action(e.g., apply service brakes, press override switch, control movement,etc.).

Referring still further to FIG. 5, in an embodiment, the operator maynot apply any braking or acceleration input/throttle command or theoperator may release the brakes (or remove a commanded retardingeffort), at 526. In such case, the controller 142 waits for apredetermined time for a pedal input (e.g., retard/brake/throttlefeedback), at 528. If a pedal input is received within the predeterminedtime period/window, then the control routine proceeds to step 512. If,however, no pedal input is received within the window, the controller142 controls the drive system 100 to release the brakes 138, 140 and orremove any retarding effort, at 520. In such case, the drive system 100,under control of the controller 142, then applies torque at 532 to allowvery slow positive or negative speed, or allows acceleration up to apredetermined speed limit. That is, the drive system 100 is utilized toallow very low speed in the direction of gravity (i.e., limiting rollingspeed and prompting the operator to take some action). At 534, the veryslow positive or negative speed continues until the operator commandsacceleration torque or the operator stops the vehicle utility thebrake/retard pedal.

Turning now to FIG. 6, a flowchart of one embodiment of a method 600 forcontrolling a vehicle during a rollback condition is illustrated. Theflowchart can represent operations performed or carried out by thecontroller 142 during a rollback condition. The rollback condition mayoccur, for example, as a result of a drive system fault (e.g., a nopropel fault), if the operator changes the selected direction of travel,or if the vehicle decelerates too quickly, crosses zero speed and startsrolling the opposite direction before the brakes can be applied. Asshown in FIG. 6, 610 indicates the presence of a rollback condition. Inan embodiment, if the speed of the vehicle exceeds a threshold speedstored in memory (i.e., a negative speed indicating rollback) andvehicle movement is detected in a direction opposite the selecteddirection of travel, the controller 142 is configured to automaticallycontrol the traction motors 114, 116 to provide retarding effort to slowthe vehicle, as illustrated at 612. The vehicle movement in one or moredirections can be determined using one or more of the sensors 300 shownin FIG. 3. In an embodiment, the threshold speed may be approximately 6mph. In an embodiment, the controller 142 is configured to control thedrive system 100 to hold the vehicle speed at approximately 3 mph.

As also shown in FIG. 6, if the speed of the vehicle exceeds a thresholdspeed stored in memory (i.e., a negative speed indicating rollback) andthe selector is in neutral, the controller 142 is configured toautomatically control the traction motors 114, 116 to provide retardingeffort to slow the vehicle, as illustrated at 614. In an embodiment, thethreshold speed may be approximately 5 mph. In an embodiment, thecontroller 142 is configured to control the drive system 100 to hold thevehicle speed at approximately 3 mph.

In an embodiment, if the speed of the vehicle does not exceed athreshold speed but is still experiencing a rollback condition, thecontroller 142 may apply the brakes 138, 140 automatically, at 616. Thismay occur, for example, if the vehicle is brought to a stop undernegative speed conditions. Alternatively, the brakes can beautomatically applied or otherwise actuated at 616 responsive to thespeed of the vehicle not exceeding the threshold speed (also referred toas an upper limit on the speed) without a rollback condition occurringor without a rollback condition being detected. For example, if thevehicle was nearly balanced on a grade and had very low acceleration(e.g., toward zero speed) in the intended or selected direction oftravel, the brakes could be applied at some very low speed that does notexceed an upper speed limit (e.g., 30 revolutions per minute of amotor), regardless of whether the acceleration is at or near zero. Thiscan result in the brake(s) being applied without the vehicle rollingback down the grade or without detecting the vehicle rolling back downthe grade (e.g., a rollback condition). As shown at 618, the controller142 may then automatically release the brakes and control the tractionmotors 114, 116 to provide torque to allow slow speed creep after a settime period. In an embodiment, if the brake is set during the rollbackcondition, the operator may be required to apply and release the brakesprior to vehicle movement.

FIG. 7 illustrates a flowchart of one embodiment of a method 700 forcontrolling vehicle movement. The flowchart can represent operationsperformed or carried out by the drive system 100 or the controller 142.In an embodiment, the drive system 100 may be controlled from an initialcondition where the vehicle is stopped on grade and the drive system isholding the brakes on. The method 700 begins with a motion command 710where the operator commands motion by applying at least 50% throttle. Inresponse to the motion command 710, the drive system 100 ramps torque upto a commanded torque or increases to full torque (as opposed to balancetorque to merely hold the vehicle stationary on grade). For example, thecontroller 142 can determine a torque threshold that is the amount oftorque needed to achieve a desired acceleration (e.g., based on theoperator-selected throttle setting). This torque threshold can be basedon the weight of the vehicle, the weight of payload carried by thevehicle, the grade on which the vehicle is stopped, or the like. Thedrive system 100 can then increase the torque generated by the motor(s)of the vehicle up to the torque indicated by the operator or up to amaximum torque that the motor(s) can generate. In an embodiment, asshown at 712, the controller 142 may control the drive system 100 toprovide the maximum amount of torque available, and automaticallyrelease the brakes at maximum torque (rather than a threshold torque fora desired velocity). In another embodiment, the controller 142 may holdthe brakes on for a predetermined (e.g., non-zero) duration afterapplying the accelerator pedal, and then release the brakes. In thisembodiment, the controller 142 employs a time delay before releasing thebrakes. In another embodiment, the controller 142 may prompt an operatorto release the brakes, as illustrated at 716. In particular, thecontroller 142 may indicate to an operator such as through an audioalert or visual display that a threshold torque is available and thatthe system is ready for the brakes to be released. In yet anotherembodiment, the operator may take over control of the braking function.For example, at 718 the controller 142 may require the operator to applythe service brakes 138, 140, after which time the brakes may beautomatically released when the accelerator pedal is pressed. Balancetorque can then be applied to hold zero or slightly positive speed, andtorque can be increased as requested by the accelerator pedal.

FIG. 13 illustrates a flowchart of one embodiment of a method 1300 forcontrolling vehicle movement from a stopped position on a grade. Theoperations described in connection with the method 1300 can be performedor implemented by the controller 142 and/or drive system 100. The method1300 can provide a closed loop process for controlling acceleration ofthe vehicle following the release of brakes while the vehicle is on agrade. At 1302, one or more brakes of the vehicle are engaged to holdthe vehicle in position on a grade. The brake(s) can be engagedaccording to one or more embodiments of the inventive subject matterdescribed herein, or may be engaged according to another process. At1304, a determination is made as to whether the brakes are released. Forexample, the controller 142 can release the brakes responsive to receiptof operator input. If the brakes are released, then flow of the method1300 can proceed toward 1306. Otherwise, flow of the method 1300 canreturn toward 1304.

At 1306, the vehicle is permitted to slightly rollback down the gradeand/or rapidly accelerate subsequent to and in response to the brakesbeing released. For example, the controller 142 can allow the drivesystem 100 to disengage the brakes without generating motor torque or bygenerating some motor torque to permit the vehicle to roll back down thegrade a small amount, such as less than a designated threshold distanceof one meter (or another distance) along the length of the route, beforedirecting the motor(s) to generate torque to propel the vehicle up thegrade. As another example, the controller 142 can direct the drivesystem 100 to rapidly accelerate using the motor(s). The controller 142can direct the drive system 100 to accelerate more rapidly than thedrive system 100 would otherwise accelerate (e.g., when not startingmovement up a grade from a stopped position) to reach anoperator-selected or automatically implemented throttle position. At1308, the torque generated by the motor(s) of the drive system 100 arequickly adjusted to smoothly transition from the stopped vehicleposition to moving according to the operator-selected or automaticallyimplemented throttle position. For example, the rapid accelerationimplemented by the drive system 100 may be reduced without jerking orotherwise abruptly moving the vehicle while still moving the vehicle upthe grade from the stopped position.

FIG. 14 illustrates a flowchart of one embodiment of a method 1400 forautomated control of vehicle movement on a grade when no input isprovided from an operator of the vehicle. The operations described inconnection with the method 1400 can be performed or implemented by thecontroller 142 and/or drive system 100. At 1402, one or more brakes ofthe vehicle are engaged to hold the vehicle in position on a grade. Thebrake(s) can be engaged according to one or more embodiments of theinventive subject matter described herein, or may be engaged accordingto another process. At 1404, a determination is made as to whether anoperator of the vehicle has provided input within a designated blankinginterval. For example, the controller 142 can determine whether theoperator has depressed a brake pedal, actuated a button, or otherwiseacted to provide input to the controller 142 to keep the brake(s)engaged. The controller 142 can periodically check for operator input todetermine whether the operator has provided the input to keep thebrake(s) engaged at least once every blanking interval, such as everyfive seconds (or other time interval). If the operator has providedinput to keep the brake(s) engaged, then flow of the method 1400 canreturn toward 1402. Otherwise, if the operator has not provided theinput within the blanking interval, then flow of the method 1400 canproceed toward 1406.

At 1406, the brake(s) of the vehicle are released. At 1408, motor torqueis generated to move the vehicle in a slow creep up the grade. Forexample, at the same time that the brakes of the vehicle are disengaged(or shortly thereafter), the controller 142 can direct the motor(s) ofthe drive system 100 to begin generating a small amount of torque tocause the vehicle to move up the grade at a slow speed (e.g., less thanfive kilometers per hour).

In certain embodiments, both operator and automatic control can beutilized to transition from a stop to movement in a selected directionof travel without unintended rollback, as illustrated by the flowchartof a method 800 shown in FIG. 8. For example, as discussed above inconnection with FIG. 4, after an operator releases the acceleratorpedal, the controller 142 may determine a target maximum decelerationand control the drive system 100 to provide torque as needed to limitthe maximum deceleration rate. This allows the vehicle to be reduced toa very low speed and maintain a commanded direction of travel, asillustrated at 810. An operator may then apply the service brake or parkbrake at zero speed to maintain the vehicle in a stationary condition,as shown at 812. From this stationary condition, various controlstrategies are contemplated that allow for some level of operator inputwhen transitioning from the stationary condition to movement in aselected direction of travel.

A first control strategy 820 involves the operator setting wheel lockand releasing the previous-applied service or parking brake, at 822, inorder to hold the vehicle stationary on grade. As shown at 824, bothmanual and automatic controls are then utilized to smoothly transitionthe vehicle from a stop to a selected direction of travel when anaccelerator feedback is detected. In particular, the controller 142 isconfigured to first command the service or parking brake on when thewheel lock is on (from stop 822) and accelerator pedal feedback is abovea threshold. The operator may then be prompted to disengage the wheellock. Once, the wheel lock is turned off, the controller 142 isconfigured to automatically release the service or parking brake when anavailable torque threshold is met, as discussed in the embodimentsdescribed above (i.e., when enough torque is available to preventrollback).

A second control strategy 830 involves the controller 142 automaticallyapplying the service brakes, at 832, after the operator brings thevehicle to zero speed with the brakes. As discussed in the embodimentsdescribed above, at 834, controller 142 is configured to automaticallyrelease the brakes when the accelerator pedal is applied by an operatorand the available torque exceeds a threshold level sufficient to preventvehicle rollback. This control permits the vehicle to transition fromthe stationary condition to smooth movement in a selected direction oftravel.

A third controls strategy 840 likewise involves the controller 142automatically applying the service brakes, at 842, after the operatorbrings the vehicle to zero speed with the brakes. The operator may thenhold the brakes on and apply the accelerator pedal to start the vehiclemoving on grade. In connection with this condition, the controller 142is configured to automatically release the brakes when the availabletorque exceeds a threshold level sufficient to prevent vehicle rollback,as shown at 834. In an embodiment, the brake pressure may slowly belessened as balance torque is applied.

In an embodiment, when starting the vehicle on grade, either theoperator (in a manual starting mode) or the controller 142 (in anautomatic starting mode) may balance both brake and torque applicationto prevent rollback utilizing either a hydraulic brake that can bevariably applied or a hydraulic brake with a restrictor valve. As torqueis increased, the brake may be slowly eased off, for example, bydecreasing the brake pressure. In this manner, the brake is operatedsimilar to a clutch, whereby torque and brake application are balancedin order to prevent vehicle rollback and to smoothly transition topositive motion. In an embodiment, the brake may be a hydraulic brakehaving an associated restrictor valve controllable by the controller 142so that brake pressure may be selectively decreased as torque is ramped.The torque ramp rate may be adjusted to match a learned brake pressureversus torque rate of the brake to maintain zero speed. The system maybe configured to continue to adjust the applied torque ramp rate andbrake pressure bleed down until the brake is fully released. In eithercase (i.e., hydraulic brake with variable apply or hydraulic brake witha restrictor valve), continued application of torque after the brake isfully released effects movement of the vehicle. If excessive vehiclemovement is detected indicating a fault condition (e.g., acceleratingtoo quickly), the brake may be automatically deployed to stop vehiclemotion.

In addition to ensuring preventing vehicle rollback when stopping ongrade and when starting on grade, the system and method of the inventivesubject matter also allow for an increased level of control over thetransition from forward motion to reverse motion, and vice versa. Forexample, an operator may request a direction change by switching theselector to an opposite direction at speed (e.g., forward to reverse, orreverse to forward), rather than commanding neutral when the drivesystem inverters are off. In this situation, the controller 142 isconfigured to determine if retard is entered based on a gravity forceestimation and vehicle acceleration. In an embodiment, if traveling downsignificant grade, the controller 142 controls the drive system 100 toprovide a controlled deceleration to zero speed. In particular, thecontroller 142 is configured to deny drive torque in a requesteddirection if the vehicle speed is in excess of a threshold and travelingin a direction opposite to the requested direction. Once the vehiclespeed is brought below the threshold utilizing controlled deceleration,the controller 142 is configured to then apply the brake based on areceived torque command, torque threshold on grade, and vehicle speedsuch that the brake is held on until the available torque in the newselected direction of travel is sufficient to prevent vehicle rollback.

If, however, the vehicle is traveling on a relatively flat surface, thecontroller 142 controls the drive system to switch to retard mode basedon vehicle speed and acceleration and interprets the accelerator pedalfeedback as retard command. The drive system 100 automatically bringsthe vehicle to a stop utilizing the service brakes based on a receivedtorque command, torque threshold on grade, and vehicle speed such thatthe brake is held on until the available torque in the new selecteddirection of travel is sufficient to prevent vehicle rollback. If thepropel command is inadequate to prevent rollback, the brakes are appliedand held on to prevent rollback. If the propel command is adequate toprevent rollback, the vehicle is permitted to transition to motor in themanner discussed above.

Optionally, the drive system 100 and accompanying methods describedherein can prevent vehicle rollback on a grade by applying directcurrent to alternating current motors of the vehicle. The controller 142can determine a designated direct current amount from a previouslydetermined amount or based on the payload, grade, and/or speed of thevehicle (moving up the grade). For heavier payloads, steeper grades,and/or faster speeds, the controller 142 can calculate a greater directcurrent amount. For lighter payloads, flatter grades, and/or slowerspeeds, the controller 142 can calculate a smaller direct currentamount.

This determined amount of direct current is then applied or supplied toone or more alternating current motors 114, 116 of the drive system 100.In one embodiment, the amount of direct current applied to the motors114, 116 is a maximum amount of direct current that the drive system 100is capable of supplying to the motors 114, 116. Alternatively, theamount of direct current applied to the motors 114, 116 is less than themaximum amount of direct current that the drive system 100 is capable ofsupplying to the motors 114, 116. This current is applied to the motors114, 116 without the brakes of the vehicle also being engaged orotherwise actuated. The direct current supplied to the motors 114, 116prevents the motors 114, 116 from moving in an opposite direction (e.g.,to cause or allow the vehicle to roll back down the grade). In this way,the direct current causes the motors 114, 116 to operate as brakeswithout any brake of the vehicle being applied. Optionally, one or morebrakes of the vehicle also can be applied to hold the position of thevehicle.

The brakes that are applied (or any brakes that previously were applied)can be released with the direct current continuing to be supplied to themotors 114, 116. For example, the controller 142 can actuate orotherwise control a switch that controls flow of direct current to themotors 114, 116. Disengaging the brakes of the vehicle while maintainingapplication of the direct current to the motors 114, 116 can prevent thevehicle from rolling down the grade with the motors 114, 116transitioning to slip control and generating a holding torque thatcounteracts gravity pulling the vehicle down the grade.

Optionally, the controller 142 can apply a maximum or 100% alternatingcurrent to the motors 114, 116 prior to the vehicle coming to a stop onthe grade or rolling backward, and then apply one or more brakes of thevehicle before the vehicle comes to a complete stop. For example, whilethe vehicle is moving up the grade, the controller 142 can increase thealternating current supplied to the motors 114, 116 to a maximum amountthat the drive system 100 can supply to the motors 114, 116 (withoutdamaging the motors 114, 116) and then apply the brakes of the vehiclewhen the vehicle comes to a complete stop (e.g., when the speed of thevehicle is zero).

In another embodiment, the controller 142 can operate as a speedregulator when the vehicle is traveling up a grade and about to stop.The controller 142 can control the torque generated by the motors 114,116 as the vehicle slows and is moving at slow speeds (e.g., no greaterthan six kilometers per hour or another speed). The controller 142 cansupply current to the motors 114, 116 at basic excitation frequencies ofthe motors 114, 116 to control the motors 114, 116 and bring the vehicleto a stop on the grade, without the vehicle rolling back down the grade.

In another embodiment, the inventive subject matter provides a systemand method for reducing the speed of a vehicle to zero using retardingeffort provided by the traction motors of the vehicle. For example,initially, the vehicle may be moving in a desired direction of traveland an operator may request full/maximum retarding effort to stop thevehicle. If the retard request is through a lever or other means thatdoes not require an operator to actively hold the lever to effectretarding of the vehicle, the traction motors slow the vehicle to a low,near zero speed and hold that low speed. If the retard request isthrough a spring-return pedal or similar mechanism, the traction motorsslow the vehicle to a low, near zero speed and then the vehicle isstopped utilizing the service brakes. In an embodiment, the operator maythen hold the vehicle stopped using a service brake or parking brake. Inan embodiment, the operator may hold the vehicle stopped by continuousdepression of the retard pedal, where applicable. In such a case, if theoperator then releases the retard pedal, the controller 142 isconfigured to command the traction motors to maintain the stoppedcondition (zero speed) for a predetermined amount of time. If thevehicle is outfitted with an override switch, then after the delayaccelerator pedal is allowed to control rollback speed with retard whendepressed. If the vehicle does not have an override switch, then thevehicle is allowed to accelerate to an opposite motion threshold. If theoperator applies the accelerator pedal, the zero-speed condition willcontinue to be held until a sufficient amount of torque is available toprevent rollback and get the vehicle moving in the desired direction oftravel, as discussed above.

In connection with the above, in an embodiment, the vehicle may includean override switch that is configured to send an override signal to thecontroller 142 to enable an operator to disable the programmed controlroutines hereinbefore described. For example, at various times duringoperation of the vehicle, an operator may wish to take over full controlof the vehicle rather than having the controller 142 dictate vehicleacceleration, deceleration, stoppage and movement. In particular, anoperator may want to be able to coast in a direction opposite theselected direction of travel, such as when turning around on slightgrade. In such a situation, the operator can depress the override buttonor otherwise enable override to disable the automatic brake-applyfeature hereinbefore described and allow coast-back. In an embodiment,the controller 142 may still be configured to automatically apply thebrakes or utilize the traction motors to slow or stop the vehicle if thecoast-back resulting from override results in an over-speed orover-acceleration condition (i.e., a speed or acceleration exceeds asafe threshold).

In an embodiment, the system of the inventive subject matter alsoincludes a redundant braking or notification function that isautomatically carried out in the event of drive system failure or fault.For example, if the drive system card fails or powers down suddenlywhile the vehicle is on grade, roll back will occur if the system doesnot apply the brakes. In such a scenario, the operator may not be payingattention and may assume that the brakes will automatically be appliedto prevent rollback in accordance with the automatic control discussedabove. The system may therefore be outfitted with a redundant brakingfunction that is carried out automatically when drive system failure isdetected and when vehicle speed exceeds a threshold before or after arollback condition. In an embodiment, the brakes may be applied tocontrol deceleration to zero speed. In an embodiment, the system mayalso be configured to output an audible or visual warning to an operatorto let the operator now that the anti-rollback control described hereinwill not function. This provides an operator with an alert that thedrive system will not be able to apply the brakes and that manual actionis necessary to prevent a rollback condition. This safeguard ensuresthat an operator is paying attention and alerts an operator that theautomatic, anti-rollback features are disabled.

In an embodiment, the control system of the inventive subject matter, byutilizing the functions hereinbefore described, is configured to providefor the controlled deceleration of a vehicle and automatic engagement ofthe service brakes while the vehicle is still moving in a desireddirection of travel, to prevent vehicle rollback when coming to a stop.That is, the service brakes are applied in dependence upon vehicleacceleration/deceleration prior to crossing zero speed. The system ofthe inventive subject matter is further configured to prevent rollbackwhen starting a vehicle from a stop on grade by determining a torquethreshold to achieve a desired acceleration (rather than velocity) or byperforming a maximum or preset target torque start instead of athreshold torque start. As a result of the control strategies presentedherein, vehicles employing the control system of the inventive subjectmatter are more user friendly and require less skill to operate. Inaddition, the control system of the inventive subject matter may beretrofit into existing vehicles by modifying control software, andwithout significant hardware upgrades or modifications.

In an embodiment, a method for controlling a vehicle is provided. Themethod includes the steps of, while traveling on grade in a selecteddirection of travel, controlling at least one traction motor of thevehicle to provide a controlled deceleration of the vehicle, andautomatically applying a service brake of the vehicle while the vehicleis moving in the selected direction of travel.

In another embodiment, a system is provided. The system includes acontrol unit configured to be electrically coupled to a drive system ofa vehicle, the drive system including at least one traction motor forproviding motive power to the vehicle, and a service brake associatedwith at least one wheel of the vehicle. In the absence of a command toprovide the motive power in the selected direction of travel, thecontrol unit is configured to automatically apply the service brakewhile the vehicle is moving in a selected direction of travel to preventrollback of the vehicle.

In one embodiment, the controller 142 also is operable to preventvehicle rollback when on grade or when engaging an overburden pile,through the automatic application of the service brakes 138, 140. Withexisting LHD vehicles 10, when engaging an overburden pile, for example,after an operator releases the accelerator pedal, and before he/she canmanually engage the service brakes, the spring tension in the bucket arm18 and the incline the vehicle was on in the burden pile can cause thevehicle to inadvertently roll backward several feet. According to anembodiment of the inventive subject matter described herein, however,the control unit or controller 142 is configured to automatically applythe service brakes 138, 140 to hold the vehicle 10 at zero speed or nearzero speed on grade and/or when pushing into an overburden/burden pilewhen a rollback condition is detected, without input from an operator ofthe vehicle, in order to prevent such inadvertent rollback. As usedherein, “automatically” means without input or intervention from anoperator of the vehicle. As used herein, “rollback condition” means astate or condition where vehicle movement in a direction opposite ordifferent from a selected or desired direction of travel is possible inthe absence of braking or depression of the accelerator pedal of thevehicle.

For example, in an embodiment, the controller 142 is configured tocontinuously or intermittently monitor or detect a selected direction oftravel of the vehicle (i.e., forward or reverse) and the speed of themotor (e.g., one or more of the traction motors), and to immediatelycommand the service brakes 138, 140 associated with the wheels 118, 120of the vehicle 10 to engage when a rollback condition is detected. In anembodiment, a “rollback condition” is present when the motor speed, in adirection opposite or different from the selected direction of travel,exceeds a predetermined threshold. As used herein, “opposite ordifferent from the selected direction of travel” means, for example,that the motor is rotating in a direction opposite than that required toeffect movement of the vehicle in the selected direction of travel, orin a mode (e.g., regenerative braking mode) other than that required topropel the vehicle in the selected direction of travel.

In an embodiment, the threshold motor speed opposite or different fromthe direction of travel that prompts automatic application of theservice brakes to prevent rollback may be between about 0 rpm and about100 rpm in another embodiment, the threshold motor speed may be betweenabout 10 rpm and about 90 rpm. In another embodiment, the thresholdmotor speed may be between about 20 rpm and about 80 rpm. In anotherembodiment, the threshold motor speed may be between about 30 rpm andabout 70 rpm. In another embodiment, the threshold motor speed may bebetween about 40 rpm and about 60 rpm. In yet another embodiment, thethreshold motor speed may be about 50 rpm in a direction opposite theselected direction of vehicle travel.

In an embodiment, the vehicle 10 has a fixed gear ratio of approximately90:1, such that a 50 rpm threshold (in a direction opposite the selecteddirection of travel) to engage the service brakes would not beperceptible as movement to an observer or operator. In an embodiment,the controller 142 is configured to apply the service brakes 138, 140 toprevent rollback within approximately 100 milliseconds of detecting thevehicle rollback condition. In an embodiment, the brakes 138, 140 may bemaintained by the controller 142 in a fully on or engaged state untilthe selected direction of travel is changed by an operator to match thedirection of the motor and/or the accelerator pedal is depressed oractuated by an operator.

Referring now to FIG. 9, a method 200 of controlling a vehicle toprevent vehicle rollback according to an embodiment of the invention isillustrated. As shown therein, at 202, a selected direction of travelfor the vehicle is detected and logged by the controller 142. The speedand direction of at least one of the traction motors (e.g., motors 114,116 of the vehicle 10 is also monitored. At 204, the controller 142determines whether or not the direction of the motor is opposite theselected direction of travel. If not, no automatic action regarding theapplication of service brakes is taken. If the motor direction isopposite the selected direction of travel, the controller 142 then (orsimultaneously) determines, at 206, whether the motor speed exceeds athreshold speed. If not, no automatic action regarding the applicationof service brakes is taken. If, however, the detected speed of the motorin a direction opposite the selected direction of travel exceeds thethreshold speed, then the controller 142 automatically engages theservice brakes at step 208 to prevent rollback of the vehicle. Asdiscussed above, the service brakes remain engaged until an operator ofthe vehicle changes the selected direction of travel to match the motordirection and/or the accelerator pedal is depressed by the operator.

FIG. 10 shows a graph 1000 illustrating operation of the vehiclerollback prevention system, where line 1002 represents motor speed, line1004 represents braking percent ON, line 1006 represents a “REVERSE”selected direction of travel, line 1008 represents a “FORWARD” selecteddirection of travel, and line 1010 represents depression of anaccelerator pedal. At 1012, the forward motor speed exceeds thethreshold motor speed of 50 rpm while the vehicle is operating in aselected reverse direction of travel. At 1014, the service brakes arethen automatically actuated to 100% engagement/on by the controller toprevent vehicle rollback. At 1016, an operator (or the controllerautomatically) shifts the vehicle from reverse to forward, and at 1018depresses the accelerator pedal to move the vehicle forward. At 1020,the controller then disengages the service brakes.

In an embodiment, the control system or controller of the presentinvention, by utilizing the functions hereinbefore described, isconfigured to automatically engage the service brakes whenever arollback condition is sensed. This prevents the vehicle from rollingbackwards on grade or when engaging an overburden pile or the likewithout the need for operator input or action, and ensures that when thevehicle is in the forward or reverse direction, movement of the vehiclein a direction other than in the selected direction is not possible. Bymanaging vehicle movement in this manner, the control system of theinventive subject matter ensures that rollback or vehicle movement in adirection other than in a selected direction is prevented. As a result,vehicles employing the control system of the inventive subject matterare more user friendly and require less skill to operate. In addition,the control system of the inventive subject matter may be retrofit(e.g., added) into existing vehicles by modifying control software(e.g., to direct the controller to operate as described herein), andwithout significant hardware upgrades or modifications.

In an embodiment, a method for controlling a vehicle is provided. Themethod includes the steps of determining a selected direction of travelof the vehicle, monitoring a direction of operation of a motor of thevehicle, monitoring a speed of the motor, and automatically applying aservice brake of the vehicle when a rollback condition is detected toprevent rollback of the vehicle. In an embodiment, the rollbackcondition is present when the direction of operation of the motor isdifferent from the selected direction of travel. In an embodiment, therollback condition is present when the speed of the motor exceeds athreshold speed. In an embodiment, the vehicle is a load-haul-dumpvehicle. In an embodiment, the service brakes are hydraulic or pneumaticservice brakes. In an embodiment, the method may also include the stepof disengaging the service brake when the selected direction of travelmatches the direction of operation of the motor and an accelerator pedalof the vehicle is depressed. In an embodiment, the threshold speed isbetween about 0 rpm and about 100 rpm. In yet other embodiments, thethreshold speed is between about 40 rpm and about 60 rpm. In yet otherembodiment, the threshold speed is about 50 rpm. In an embodiment, thevehicle has a fixed gear ratio of approximately 90:1.

In another embodiment, a system is provided. The system includes acontrol unit configured to be electrically coupled to a drive system ofa vehicle, the drive system including at least one traction motor forproviding motive power to the vehicle, and a service brake associatedwith at least one wheel of the vehicle. The control unit is configuredto automatically apply the service brake when a rollback condition isdetected to prevent rollback of the vehicle. In an embodiment, thecontrol unit is configured to monitor a direction of operation of the atleast one traction motor and a speed of the at least one traction motor.In an embodiment, the rollback condition is present when the directionof operation of the at least one traction motor is different from adirection of operation of the motor corresponding to a selecteddirection of travel of the vehicle, and the speed of the at least onetraction motor exceeds a threshold speed. In an embodiment, the controlunit is configured to disengage the service brake when the selecteddirection of travel matches the direction of operation of the at leastone traction motor and an accelerator pedal of the vehicle is depressed.In an embodiment, the service brake is pneumatic or hydraulic brake. Inan embodiment, the threshold speed is about 50 rpm. In an embodiment,the vehicle has a fixed gear ratio of approximately 90:1.

In yet another embodiment, a vehicle is provided. The vehicle includes adrive system including a traction motor connected in drivingrelationship to a wheel of the vehicle, the motor being configured toprovide motive power to propel the vehicle in a selected direction oftravel in a propel mode of operation, a controller electrically coupledto the drive system, and a friction brake associated with at least onewheel of the vehicle. The controller is configured to automaticallyengage the friction brake when a rollback condition is detected toprevent rollback of the vehicle. In an embodiment, the controller isconfigured to monitor a direction of operation of the motor and a speedof the motor. In an embodiment, the rollback condition is present whenthe direction of operation of the motor is different from the selecteddirection of travel of the vehicle, and the speed of the at least onetraction motor exceeds a threshold speed. In an embodiment, thethreshold speed is about 50 rpm and the vehicle has a fixed gear ratioof approximately 90:1. In an embodiment, the vehicle is a load-haul-dumpvehicle.

Additional embodiments of the inventive subject matter relate to controlsystems and methods (e.g., braking control) for controlling transitionfrom friction brakes to electrical effort (and vice versa) in a vehicle,to automate operation of the vehicle for starts and stops while loadedon an inclined (greater than zero degrees) grade. According to oneaspect, for example, a control system (and related method) is configuredfor concurrent control of an electric drive system and a friction brakesystem of a vehicle to prevent rollback when the vehicle is operated tomove from a stopped position on an inclined grade. According to anotheraspect, a control system (and related method) is configured forconcurrent control of an electric drive system and a friction brakesystem of a vehicle, while traveling on an inclined grade, to bring thevehicle to a stop and hold the vehicle stopped.

Another embodiment of the electric drive system 100 is shown in FIG. 11.The electric drive system 100 is at least partially housed within thevehicle 10, 30, and comprises a three-phase alternating current (AC)generator/alternator 1108 that is coupled to be mechanically driven byan engine 1106 (e.g., a diesel engine). An AC output of the generator1108 is fed into one or more rectifiers 1110, which are configured toconvert the AC output of the generator/alternator 1108 to a directcurrent (DC) output. The DC output of the rectifiers 1110 is supplied toa DC bus, which (among other loads) feeds into a set of inverters 1112,1114. The inverters 1112, 1114 are configured to convert DC power fromthe DC bus into controlled three-phase, variable frequency AC power.Outputs of the inverters 1112, 1114 are electrically connected toelectric motors 1102, 1104 (respectively), and the AC power output bythe inverters 1112, 1114 has a waveform suitable for driving theelectric motors 1102, 1104. The electric motors 1102, 1104 are operablycoupled to the drive wheels (e.g., rear wheels) of a first set of wheelsof the vehicle. For example, the motors 1102, 1104 may be three-phase,AC induction wheel motors. If a second set of wheels of the vehicle aredrive wheels, then the electric drive system 100 can include additionalinverters and electric motors coupled similarly to the inverters 1112,1114 and motors 1102, 1104 in FIG. 11.

As further shown in FIG. 11, a drive system control unit or controller1116 is electrically coupled to the electric drive system 100. Forexample, the drive system control unit may be connected to the inverters1112, 1114. The drive system control unit 1116, among other tasks, isconfigured to determine and send a desired torque request signal to theinverters 1112, 1114. The torque request signal is processed by thecontrol unit for the inverters 1112, 1114 to drive the motors 1102, 1104to the desired torque output magnitude, and in the desired rotationaldirection corresponding to the intended direction of vehicle movement.The control unit is also configured to control the motors 1102, 1104 toprovide retarding tractive effort to the wheels (e.g., rear wheels) toslow or stop the vehicle. In particular, when operating in an electricbraking mode, also known as electric retarding, the electric motors1102, 1104 are reversed to act as generators, and the drive wheels ofthe vehicle drive the electric motors 1102, 1104. Driving the motors1102, 1104 places a torque on the drive wheels and causes them to slow,thus braking the vehicle. In an embodiment, the control unit 1116includes one or more microprocessors operating according to a set ofstored instructions to provide for vehicle control, as discussed indetail below and elsewhere herein.

FIG. 12 shows an embodiment of the control system (e.g., braking controlsystem) or control unit 1116 in more detail. The control system 1116comprises a friction brake system 1222 that includes a first (e.g.,rear) friction brake unit 1220 (e.g., friction brake actuation unit)associated with a first set of wheels 1212 (e.g., rear wheels) of thevehicle and a second (e.g., front) friction brake unit 1218 (e.g.,friction brake actuation unit) associated with the second set of wheels1214 (e.g., front wheels) of the vehicle. In an embodiment, a frictionbrake system 1216 is a hydraulic brake system, which further includes afirst (e.g., rear) brake solenoid valve 1226 that is controllable tocontrol the pressure of hydraulic fluid to the first friction brake unit1220, and a second (e.g., front) brake solenoid valve 1224 that iscontrollable to control the pressure of hydraulic fluid to the secondfriction brake unit 1218. In other embodiments, other means foractuating the first and second friction brake units 1218, 1220 may alsobe utilized without departing from the broader aspects of the inventivesubject matter. In either (or any) embodiment, each friction brake unitmay include, for example, respective components for controllablyapplying a friction load to a moving part associated with a wheel 1212,1214, e.g., brake pads operably coupled with a vehicle axle or brakedisc/rotor, hydraulically-actuated calipers for applying a force to thebrake pads against the disc/rotor, and so on. The control system 1116further includes a friction brake control unit 1227 that is configuredto control application of the first and second (e.g., rear and front)friction brake units 1220, 1218 at least partially in response tooperator inputs, such as the depression of a brake pedal.

In an embodiment, the drive system control unit 1116 and friction brakecontrol unit 1227 are electrically coupled to one another and may begenerally referred to as one or more controllers 1229. While the drivesystem control unit 1116 and friction brake control unit 1227 areillustrated as separate components in FIG. 12, the control units 1116,1227 may be integrated into a single control unit/controller/processorwithout departing from the broader aspects of the inventive subjectmatter.

As further shown in FIG. 12, the drive system control unit 1116 iselectrically coupled to a drive-train 1228 of the vehicle 10, whichincludes the electric drive system 100, e.g., engine 1106, generator1108, rectifier 1110, inverters 1112, 1114, and drive motors 1102, 1104(AC induction wheel motors as shown in FIG. 11, or otherwise). Whenbraking the vehicle 10 in an electric retarder braking mode, the controlunit 1116 commands the electric drive system 100 (acting in effect as anelectric retarding system that includes the inverters 1112, 1114, andmotors 1102, 1104) to provide a requested desired vehicle retardingtorque to the wheels.

As also shown in FIG. 12, one or both of drive system control unit 1116and/or the friction brake control unit 1227 may be configured to receiveinputs from an operator control 1233, e.g., an ignition switch 1234, anaccelerator position transducer 1236, a brake pedal position transducer1238, and/or a gear selector 1240, for operating the electric motors1102, 1104 for driving and braking the vehicle 10. The ignition switch1234 is operable to turn the vehicle on and off. The acceleratorposition transducer 1236 is configured to detect a position of anaccelerator pedal or other actuator. The brake pedal position transducer1238 is configured to detect a position of a brake pedal or otheractuator. The gear selector 1240 provides a means for permitting anoperator to select an intended or desired direction of vehicle movement,such as forward movement or reverse movement. In addition oralternatively, the operator control may comprise another type of inputinterface 1242, e.g., steering wheel or other steering controls,touchscreen or other computer interface, control input from a controlsystem or autonomous controller, and so on. As further shown in FIG. 12,a display 1244 may be electrically coupled to the drive system controlunit 1116 to allow an operator of the vehicle 10 to view statusinformation relating to various vehicle systems. The display 1244 andoperator control(s) 1233 collectively form an I/O (input/output) system1245.

With further reference to FIG. 12, the control system 1116 is configuredto automate the operation of the vehicle when starting and stopping,while loaded, on grade. In operation, when an operator of the vehicle(the operator may be a person or an autonomous controller) requests thatthe vehicle come to a stop, or that the vehicle moves in a certaindirection (e.g., in either case through actuation of an operatorcontrol), the drive system control unit 1116 communicates with thefriction brake control unit 1227 to control a transition from frictionbrakes to electrical effort/propulsion, and vice versa. In particular,the control system includes an interface between the drive systemcontrol unit 1116 and the friction brake control unit 1227 that allowsthe drive system control unit 1116 (e.g., in response to feedback orother information from the electric drive system 100) to request aspecific braking effort from the friction brake control unit 1227. Thisinterface also allows the drive system control unit 1116 to request fromthe friction brake control unit 1227 that friction braking effort beadded or removed (i.e., increased or decreased). Thus, in embodiments,the drive system control unit 1116 is configured to communicate with thefriction brake control unit 1227 to control an amount of a frictionbrake application during vehicle stops and starts. For example, thedrive system control unit 1116 may be configured to communicate with thefriction brake control unit to at least partially automatically controlthe amount of the friction brake application during vehicle stops andstarts on an inclined grade on which the vehicle is positioned. (Atleast partial automatic control means fully automatic control, orautomatic control responsive to, and based in part on, an operatorinput, e.g., a degree or rate of braking or acceleration that isresponsive and proportional to a degree of change in position of a brakepedal or accelerator pedal.)

In connection with the above, the drive system control unit 1116 isconfigured to utilize system parameters to calculate the force needed tohold the vehicle 10 on the given inclined grade. The drive systemcontrol unit 1116 then determines when to request the friction brakes bereleased or more friction braking effort be added in dependence uponthis determined force. The force may be determined based on variousmethods as outlined in the aforementioned U.S. patent application Ser.No. 14/464,226, filed 20 Aug. 2014. Alternatively or additionally, thecontrol unit 1116 may be configured for the force to be determined basedon information of the inclined grade as generated by an on-boardinertial measurement unit, information on vehicle mass (e.g., determinedfrom a weighing station, or from on-board, physics-based calculationsfrom sensor data relating to vehicle acceleration under knownconditions), other vehicle/system parameters (e.g., vehicle wheelradius), etc.

In embodiments, the control system 1116 also is configured to provideanti-rollback capabilities. In particular, the drive system control unit1116 is configured to determine a torque level needed to move thevehicle from stop to up an inclined grade (i.e., the vehicle is stoppedwhile on the inclined grade, and is then controlled to move up theinclined grade). The torque level may be determined based on the force,e.g., the torque level would be a level that at least just exceeds theforce. Upon calculating the torque required (or at some point subsequentto calculating the torque), the drive system control unit 1116communicates with the friction brake control unit 1227 to requestremoval of a friction brake application (i.e., amount of friction brakeapplication=zero) to commence motion of the vehicle in the desireddirection, without substantial rollback. Thus, in embodiments, the drivesystem control unit 1116 is further configured, responsive to an inputfrom an operator control (for the vehicle to move up down the inclinedgrade), to communicate with the friction brake control unit 1227 toremove the friction brake application and concurrently control theelectric drive system 100 to provide the electric motive power accordingto the torque level that is determined, for the vehicle to move fromstop to up (or down) the inclined grade without substantial vehiclerollback.

The drive system control unit 1116 may be configured to communicate withthe electric drive system and the friction brake control unit so that anamount and rate at which the friction brake application is removed (bythe friction brake control unit controlling the friction brake system)is automatically controlled to be proportional or equivalent to anamount and rate at which additional torque is provided (by the electricdrive system as controlled by the drive system control unit). Forexample, as the friction brake application is reduced by a particularamount, the torque is concurrently increased by an amount at leastsufficient to offset the lowered friction brake application to preventvehicle rollback until the friction brake application is completelyremoved, at which time additional torque is generated for the vehiclefor move forward. (Without “substantial” vehicle rollback includes novehicle rollback, and vehicle rollback below a threshold that is deemedto still meet designated safety guidelines, e.g., rollback of no morethan 0.3 meters for certain haul truck applications.)

In other embodiments, the control system is alternatively oradditionally configured to provide controlled stop capabilities, such aswhen a vehicle 10 is operating on grade. In particular, the drive systemcontrol unit 1116 is configured to calculate the force needed to holdthe vehicle 10 on the given inclined grade, and, responsive to an inputfrom an operator control for the vehicle to come to a stop while movingon the grade, to communicate with the friction brake control unit 1227to increase the amount of friction brake application, in dependence atleast in part upon the force that is determined, to bring the vehicle toa stop and hold the vehicle stopped on the grade. The drive systemcontrol unit 1116 may be further configured to calculate the forceneeded to bring the vehicle to a stop in the first place, and tosimultaneously communicate with the friction braking control unit 1227to request an amount (and rate) of friction brake application to stopand then hold the vehicle the inclined grade. Generally, suchcalculations may take into account vehicle mass, current rate/velocityof travel, degree of grade incline, etc. For example, the braking forcerequired to bring a vehicle to a stop while traveling up a grade woulddepend on vehicle mass and rate of deceleration (change in velocity fromcurrent velocity to zero over a given distance) less a factor due torolling friction/resistance less a factor due to the force of gravity onthe grade. The braking force then required to then hold the vehiclestopped on the grade would depend on vehicle mass, the grade, etc. asdiscussed above.

In embodiments, application of the friction brake system to bring avehicle to a stop and hold the vehicle stopped on an inclined grade isconcurrent with a reduction in electric retarding. Here, the drivesystem control unit 1116 is configured to calculate the force needed tohold the vehicle 10 on the given inclined grade, and, concurrently witha reduction in the electric retarding, to communicate with the frictionbrake control unit to increase the amount of friction brake application,in dependence at least in part upon the force that is determined, tobring the vehicle to a stop and hold the vehicle stopped on the grade.Thus, as the vehicle is moving up an inclined grade, the drive systemcontrol unit 1116, responsive to an input from an operator control forthe vehicle to come to a stop, may be configured to first initiateelectric retarding, and as the retarding effort by the electric drivesystem is reduced as the vehicle slows, concurrently communicate withthe friction brake control unit to increase the amount of friction brakeapplication. After the vehicle comes to a complete stop, the amount ofelectric retarding may be zero, and in such a case the amount offriction brake application will be sufficient to hold the vehiclestopped on the inclined grade. The drive system control unit 1116 may beconfigured to automatically control the amount and rate by which thefriction brake application increases concurrently with the decrease inelectric retarding such that (i) an overall deceleration profile (changein velocity over time from a current non-zero velocity to zero velocity)of the vehicle is linear (and thereby smooth-seeming to human operators)and (ii) proportional in terms of rate to one or more inputs from anoperator control, e.g., the drive system control unit would control thedecrease in electric retarding and concurrent increase in frictionbraking to provide faster deceleration responsive to an input from anoperator control for a higher degree/rate of braking versus an inputfrom the operator control for a lower degree/rate of braking.

In embodiments, the control system is configured both for controlledstopping of a vehicle on an inclined grade, and anti-rollback as thevehicle is controlled to move forward (e.g., up the grade) from itsstopped position. Here, the drive system control unit, responsive to afirst input from an operator control for the vehicle to come to a stopwhile moving on the grade, is configured to determine the force (to holdthe vehicle stopped on the grade), and (e.g., concurrently with areduction in electric retarding) to communicate with the friction brakecontrol unit to increase the amount of friction brake application, independence at least in part upon the force that is determined, to bringthe vehicle to a stop and hold the vehicle stopped on the grade. Thedrive system control unit is further configured to determine a torquelevel needed to move the vehicle from stop to up the grade. The drivesystem control unit, responsive to a second input at the operatorcontrol for the vehicle to move up the grade, is further configured to:communicate with the friction brake control unit to remove the frictionbrake application; and concurrently control the electric drive system toprovide the electric motive power according to the torque level that isdetermined, for the vehicle to move from stop to up the inclined gradewithout substantial vehicle rollback.

In another embodiment, a method of controlling a vehicle comprises, at adrive system control unit of the vehicle, controlling an electric drivesystem associated with at least a first set of wheels of the vehicle toselectively provide electric motive power to the at least the first setof wheels to propel the vehicle and electric retarding to slow thevehicle. The method further comprises, at the drive system control unit,determining a torque level needed to move the vehicle from stop to up aninclined grade. The method further comprises, at the drive systemcontrol unit, responsive to an input from an operator control for thevehicle to move up the grade, communicating with a friction brakecontrol unit of the vehicle to remove a friction brake application thatholds the vehicle stopped and concurrently controlling the electricdrive system of the vehicle to provide the electric motive poweraccording to the torque level that is determined, for the vehicle tomove from stop to up the inclined grade without substantial vehiclerollback.

In another embodiment, a method of controlling a vehicle comprises, at adrive system control unit of the vehicle, controlling an electric drivesystem associated with at least a first set of wheels of the vehicle toselectively provide electric motive power to the at least the first setof wheels to propel the vehicle and electric retarding to slow thevehicle. The method further comprises, at the drive system control unit,determining a force needed to hold the vehicle on an inclined grade onwhich the vehicle is positioned. The method further comprises, at thedrive system control unit, communicating with a friction brake controlunit of the vehicle to decrease or increase an amount of friction brakeapplication applied to at least one of the first set of wheels or asecond set of wheels of the vehicle, in dependence at least in part uponthe force that is determined to hold the vehicle on the inclined grade.

In another embodiment, a method of controlling a vehicle comprises, at adrive system control unit of the vehicle, controlling an electric drivesystem associated with at least a first set of wheels of the vehicle toselectively provide electric motive power to the at least the first setof wheels to propel the vehicle and electric retarding to slow thevehicle. The method further comprises, at the drive system control unit,determining a force needed to hold the vehicle on an inclined grade onwhich the vehicle is positioned. The method further comprises, at thedrive system control unit, communicating with a friction brake controlunit of the vehicle to decrease or increase an amount of friction brakeapplication applied to at least one of the first set of wheels or asecond set of wheels of the vehicle, in dependence at least in part uponthe force that is determined to hold the vehicle on the inclined grade.The method further comprises, at the drive system control unit,receiving an input from an operator control for the vehicle to come to astop while moving on the grade. The force is determined responsive tothe input being received. The method further comprises, at the drivesystem control unit, communicating with the friction brake control unitto increase the amount of friction brake application, in dependence atleast in part upon the force that is determined, to bring the vehicle toa stop and hold the vehicle stopped on the grade.

In another embodiment, a method of controlling a vehicle comprises, at adrive system control unit of the vehicle, controlling an electric drivesystem associated with at least a first set of wheels of the vehicle toselectively provide electric motive power to the at least the first setof wheels to propel the vehicle and electric retarding to slow thevehicle. The method further comprises, at the drive system control unit,determining a force needed to hold the vehicle on an inclined grade onwhich the vehicle is positioned. The method further comprises, at thedrive system control unit, communicating with a friction brake controlunit of the vehicle to decrease or increase an amount of friction brakeapplication applied to at least one of the first set of wheels or asecond set of wheels of the vehicle, in dependence at least in part uponthe force that is determined to hold the vehicle on the inclined grade.The method further comprises, at the drive system control unit,receiving an input from an operator control for the vehicle to come to astop while moving on the grade, wherein the force is determinedresponsive to the input being received. The method further comprises, atthe drive system control unit, concurrently with a reduction in theelectric retarding, communicating with the friction brake control unitto increase the amount of friction brake application, in dependence atleast in part upon the force that is determined, to bring the vehicle toa stop and hold the vehicle stopped on the grade.

In another embodiment, a method of controlling a vehicle comprises, at adrive system control unit of the vehicle, controlling an electric drivesystem associated with at least a first set of wheels of the vehicle toselectively provide electric motive power to the at least the first setof wheels to propel the vehicle and electric retarding to slow thevehicle. The method further comprises, at the drive system control unit,determining a force needed to hold the vehicle on an inclined grade onwhich the vehicle is positioned. The method further comprises, at thedrive system control unit, communicating with a friction brake controlunit of the vehicle to decrease or increase an amount of friction brakeapplication applied to at least one of the first set of wheels or asecond set of wheels of the vehicle, in dependence at least in part uponthe force that is determined to hold the vehicle on the inclined grade.The method further comprises, at the drive system control unit:receiving a first input from an operator control for the vehicle to cometo a stop while moving on the grade (the force is determined responsiveto the input being received); communicating with the friction brakecontrol unit to increase the amount of friction brake application, independence at least in part upon the force that is determined, to bringthe vehicle to a stop and hold the vehicle stopped on the grade;determining a torque level needed to move the vehicle from stop to upthe grade; receiving a second input from the operator control for thevehicle to move up the grade; and responsive to receipt of the secondinput, communicating with the friction brake control unit to remove thefriction brake application, and concurrently controlling the electricdrive system to provide the electric motive power according to thetorque level that is determined, for the vehicle to move from stop to upthe inclined grade without substantial vehicle rollback.

In another embodiment, a method of controlling a vehicle comprises, at adrive system control unit of the vehicle, controlling an electric drivesystem associated with at least a first set of wheels of the vehicle toselectively provide electric motive power to the at least the first setof wheels to propel the vehicle and electric retarding to slow thevehicle. The method further comprises, at the drive system control unit,determining a force needed to hold the vehicle on an inclined grade onwhich the vehicle is positioned. The method further comprises, at thedrive system control unit, communicating with a friction brake controlunit of the vehicle to decrease or increase an amount of friction brakeapplication applied to at least one of the first set of wheels or asecond set of wheels of the vehicle, in dependence at least in part uponthe force that is determined to hold the vehicle on the inclined grade.The method further comprises, at the drive system control unit:receiving a first input from an operator control for the vehicle to cometo a stop while moving on the grade (the force is determined responsiveto the input being received); concurrently with a reduction in theelectric retarding, communicating with the friction brake control unitto increase the amount of friction brake application, in dependence atleast in part upon the force that is determined, to bring the vehicle toa stop and hold the vehicle stopped on the grade; determining a torquelevel needed to move the vehicle from stop to up the grade; receiving asecond input from the operator control for the vehicle to move up thegrade; and responsive to receipt of the second input, communicating withthe friction brake control unit to remove the friction brakeapplication, and concurrently controlling the electric drive system toprovide the electric motive power according to the torque level that isdetermined, for the vehicle to move from stop to up the inclined gradewithout substantial vehicle rollback.

As should be appreciated, therefore, the control system of the presentinvention helps resolve multiple issues relating to vehicle starts andcontrolled vehicle stop, on grade. In particular, embodiments of thecontrol system may alleviate potentially unsafe vehicle movement duringhill starts, such as unintentionally rolling backward on grade whencommencing vehicle operation. Moreover, embodiments of the inventivesubject matter may simplify the driving process for operators. Whereastypical vehicles require an operator to control three pedals to safelyand smoothly start and stop on grade, a vehicle incorporating thecontrol and braking system of the inventive subject matter only requiresthat an operator control a single pedal (or perhaps a brake pedal and anaccelerator pedal), as the control system automates the starting andstopping processes via communication and cooperation between theelectric drive system and the friction brake system.

Embodiments of the inventive subject matter also function to avoid roughstops that could potentially lead to equipment damage, and help bringthe vehicle to a controlled stop by automatically controlling thetransition from electric retarder braking to friction braking to holdthe vehicle on grade. As a result, a vehicle incorporating the system ismade easier to drive, and requires less expertise to operate. Moreover,easier to operate vehicles translate to smoother vehicle operation andless wear on components.

Embodiments of the inventive subject matter are applicable, as notedabove, to relatively large vehicles, for example, haul trucks and othervehicles having a gross vehicle operating weight of at least 250 metrictons. However, while the inventive subject matter has been describedwith specific reference to OHV's and other large vehicles of this type,the inventive subject matter is not intended to be so limited in thisregard. In particular, it is contemplated that the inventive subjectmatter is equally applicable to electric vehicles generally, includingbut not limited to, electric off-highway vehicles, automobiles, and thelike.

As noted above, the vehicle operator may be a person or an autonomouscontroller. Thus, “operator control” includes both controls that areoperably by a human, and controls (e.g., control signals/inputs)associated with a control system/autonomous controller.

In one embodiment, a vehicle control system includes a controllerconfigured to determine an upper non-zero limit on deceleration of avehicle. The controller is configured to determine the upper non-zerolimit to prevent rollback of the vehicle down a grade being traveled upon by the vehicle. The upper non-zero limit on deceleration isdetermined by the controller based on a payload carried by the vehicle,a speed of the vehicle, and a grade of a route being traveled upon bythe vehicle. The controller is configured to monitor the deceleration ofthe vehicle, and to automatically prevent the deceleration of thevehicle from exceeding the upper non-zero limit by controlling one ormore of a brake or a motor of the vehicle. The controller also isconfigured to one or more of actuate the brake or supply current to themotor of the vehicle to prevent rollback of the vehicle while thevehicle is moving up the grade at a non-zero speed.

Optionally, the controller is configured to one or more of actuate thebrake or supply current to the motor to prevent the rollback of thevehicle while an operator of the vehicle continues to actuate anacceleration input device.

Optionally, the controller is configured to one or more of actuate thebrake or supply current to the motor to prevent the rollback of thevehicle subsequent to release of an acceleration input device of thevehicle by an operator.

Optionally, the controller is configured to monitor the deceleration ofthe vehicle while the vehicle is moving in a selected direction oftravel. The controller also is configured to automatically prevent thedeceleration of the vehicle from exceeding the upper non-zero limit byautomatically controlling one or more of torque generated by the motoror actuation of the brake of the vehicle while the vehicle is moving inthe selected direction of travel up the grade.

Optionally, the controller is configured to monitor the deceleration ofthe vehicle and automatically prevent the deceleration of the vehiclefrom exceeding the upper non-zero limit responsive to travel of thevehicle up the grade of the route that is a non-zero grade.

Optionally, the controller is configured to automatically prevent thedeceleration of the vehicle from exceeding the upper non-zero limitresponsive to the vehicle reaching a zero-speed condition and prior tothe vehicle beginning to roll back down the grade.

Optionally, the controller is configured to automatically prevent thedeceleration of the vehicle from exceeding the upper non-zero limit byactuating the brake of the vehicle. The controller also can beconfigured to subsequently release the brake and maintain a position ofthe vehicle on the grade and without the vehicle rolling back down thegrade by controlling the motor of the vehicle.

Optionally, the motor of the vehicle is powered to propel the vehicle byan alternating current, and the controller can be configured to preventrollback of the vehicle by applying a direct current to the motor.

Optionally, the controller is configured to prevent rollback of thevehicle by applying the direct current to the motor and not applying thebrake of the vehicle.

Optionally, the controller is configured to prevent rollback of thevehicle by applying the direct current to the motor and also applyingthe brake of the vehicle.

Optionally, the controller is configured to monitor torque generated bythe motor of the vehicle and to release the brake responsive to thetorque generated by the motor exceeding a threshold torque needed toprevent rollback of the vehicle.

Optionally, the controller is configured to determine the upper non-zerolimit responsive to a decrease in acceleration of the vehicle.

Optionally, the controller is configured to determine the upper non-zerolimit such that the upper non-zero limit decreases for heavier payloadsof the vehicle, slower speeds of the vehicle, or steeper grades of theroute and such that the upper non-zero limit increases for lighterpayloads of the vehicle, faster speeds of the vehicle, or flatter gradesof the route.

In one embodiment, a method includes determining an upper non-zero limiton deceleration of a vehicle to prevent rollback of the vehicle down agrade being traveled up on by the vehicle. The upper non-zero limit ondeceleration is determined based on a payload carried by the vehicle, aspeed of the vehicle, and a grade of a route being traveled upon by thevehicle. The method also includes monitoring the deceleration of thevehicle and automatically preventing the deceleration of the vehiclefrom exceeding the upper non-zero limit by controlling one or more of abrake or a motor of the vehicle. Deceleration of the vehicle isprevented from exceeding the upper non-zero limit by one or moreactuating the brake or supplying current to the motor of the vehicle toprevent rollback of the vehicle while the vehicle is moving up the gradeat a non-zero speed.

Optionally, the deceleration of the vehicle is monitored while thevehicle is moving in a selected direction of travel. The deceleration ofthe vehicle can be automatically prevented from exceeding the uppernon-zero limit by automatically controlling one or more of torquegenerated by the motor or actuation of the brake of the vehicle whilethe vehicle is moving in the selected direction of travel up the grade.

Optionally, monitoring the deceleration of the vehicle and automaticallypreventing the deceleration of the vehicle from exceeding the uppernon-zero limit occur responsive to travel of the vehicle up the grade ofthe route that is a non-zero grade.

Optionally, automatically preventing the deceleration of the vehiclefrom exceeding the upper non-zero limit occurs responsive to the vehiclereaching a zero-speed condition and begins prior to the vehiclebeginning to roll back down the grade.

Optionally, automatically preventing the deceleration of the vehiclefrom exceeding the upper non-zero limit occurs by actuating the brake ofthe vehicle. The method also can include subsequently releasing thebrake and maintain a position of the vehicle on the grade and withoutthe vehicle rolling back down the grade by controlling the motor of thevehicle.

Optionally, rollback of the vehicle is prevented by applying a directcurrent to the motor that is an alternating current motor.

In one embodiment, a vehicle control system includes a controllerconfigured to determine a selected direction of travel of a vehicle, anoperational direction of a motor of the vehicle, and an operationalspeed of the motor. The controller is configured to identify a rollbackcondition of the vehicle responsive to the operational direction of themotor of the vehicle being different from the selected direction oftravel of the vehicle. The controller also is configured toautomatically slow or stop movement of the vehicle by automaticallyactuating a brake of the vehicle responsive to the rollback conditionbeing identified and the operational speed of the motor exceeding adesignated, non-zero speed threshold.

Optionally, the controller is configured to identify a cessation ofacceleration of the vehicle in the selected direction of travel, and thecontroller is configured to automatically slow or stop movement of thevehicle responsive to the rollback condition being identified, theoperational speed of the motor exceeding the speed threshold, and thecessation of the acceleration of the vehicle being identified.

In one embodiment, a vehicle control system includes a controllerconfigured to determine a lower limit on speed of a vehicle. Thecontroller is configured to determine the lower limit to preventrollback of the vehicle down a grade being traveled up on by thevehicle. The lower limit is determined by the controller based on apayload carried by the vehicle and a grade of a route being traveledupon by the vehicle. The controller is configured to monitor the speedof the vehicle and to automatically prevent the speed of the vehiclefrom falling below the lower limit by actuating a brake of the vehicle.The controller is configured to actuate the brake based on the speed ofthe vehicle and independent of acceleration of the vehicle. Thecontroller also is configured to actuate the brake of the vehicle toprevent rollback of the vehicle while the vehicle is moving up the gradeat a non-zero speed.

Optionally, the controller is configured to monitor the speed of thevehicle subsequent to release of an acceleration input device of thevehicle, and to automatically prevent the speed of the vehicle fromfalling below the lower limit subsequent to release of the accelerationinput device.

Optionally, the controller is configured to monitor the speed of thevehicle while an operator continues to actuate or depress anacceleration input device of the vehicle, and to automatically preventthe speed of the vehicle from falling below the lower limit while theoperator continues to actuate or depress the acceleration input device.

In one embodiment, a method includes receiving a throttle commandrepresentative of an operator-requested increase in a throttle settingof a vehicle while a brake of the vehicle is engaged, increasing atorque generated by one or more motors of the vehicle responsive toreceiving the throttle command, and releasing the brake of the vehicleresponsive to one or more of the torque generated by the one or moremotors reaching a maximum available torque, the torque generated by theone or more motors reaching a target release acceleration, or expirationof a predetermined non-zero duration of time.

In one embodiment, a method includes determining whether a brake of avehicle is released while the vehicle is in a stopped state on a gradeof a route, responsive to determining that the brake is released, one ormore of allowing the vehicle to roll back down the grade by no more thana designated, non-zero threshold distance or rapidly accelerating thevehicle using torque generated by one or more motors of the vehicle, andsmoothly transitioning movement of the vehicle up the grade by adjustingthe torque generated by the one or more motors subsequent to the one ormore of allowing the vehicle to roll down the grade or rapidlyaccelerating the vehicle.

In one embodiment, a method includes (while one or more brakes of avehicle in a stationary position on a grade are engaged) repeatedlydetermining whether an operator input to release the one or more brakesis received during a blanking interval, releasing the one or more brakesof the vehicle responsive to not receiving the operator input to releasethe one or more brakes during the blanking interval, and automaticallygenerating torque with one or more motors of the vehicle to propel thevehicle up the grade.

It is to be understood that the above description is intended to beillustrative, and not restrictive. For example, the above-describedembodiments (and/or aspects thereof) may be used in combination witheach other. In addition, many modifications may be made to adapt aparticular situation or material to the teachings of the inventivesubject matter without departing from its scope. While the dimensionsand types of materials described herein are intended to define theparameters of the inventive subject matter, they are by no meanslimiting and are exemplary embodiments. Many other embodiments will beapparent to those of skill in the art upon reviewing the abovedescription. As used herein, the terms “including” and “in which” areused as the plain-English equivalents of the respective terms“comprising” and “wherein.” Moreover, terms such as “first,” “second,”“third,” “upper,” “lower,” “bottom,” “top,” etc. are used merely aslabels, and are not intended to impose numerical or positionalrequirements on their objects.

This written description uses examples to disclose several embodimentsof the inventive subject matter, including the best mode, and also toenable one of ordinary skill in the art to practice the embodiments ofinventive subject matter, including making and using any devices orsystems and performing any incorporated methods.

As used herein, an element or step recited in the singular and proceededwith the word “a” or “an” should be understood as not excluding pluralof said elements or steps, unless such exclusion is explicitly stated.Furthermore, references to “one embodiment” of the inventive subjectmatter are not intended to be interpreted as excluding the existence ofadditional embodiments that also incorporate the recited features.Moreover, unless explicitly stated to the contrary, embodiments“comprising,” “including,” or “having” an element or a plurality ofelements having a particular property may include additional suchelements not having that property.

Since certain changes may be made in the above-described system andmethod without departing from the spirit and scope of the inventivesubject matter herein involved, it is intended that all of the subjectmatter of the above description or shown in the accompanying drawingsshall be interpreted merely as examples illustrating the inventiveconcept herein and shall not be construed as limiting the inventivesubject matter.

What is claimed is:
 1. A vehicle control system comprising: a controllerconfigured to determine an upper non-zero limit on deceleration of avehicle, the controller configured to determine the upper non-zero limitto prevent rollback of the vehicle down a grade being traveled up on bythe vehicle, the upper non-zero limit on deceleration determined by thecontroller based on a payload carried by the vehicle, a speed of thevehicle, and a grade of a route being traveled upon by the vehicle,wherein the controller is configured to monitor the deceleration of thevehicle, the controller configured to automatically prevent thedeceleration of the vehicle from exceeding the upper non-zero limit bycontrolling one or more of a brake or a motor of the vehicle, andwherein the controller configured to one or more of actuate the brake orsupply current to the motor of the vehicle to prevent rollback of thevehicle while the vehicle is moving up the grade at a non-zero speed. 2.The vehicle control system of claim 1, wherein the controller isconfigured to one or more of actuate the brake or supply current to themotor to prevent the rollback of the vehicle while an operator of thevehicle continues to actuate an acceleration input device.
 3. Thevehicle control system of claim 1, wherein the controller is configuredto one or more of actuate the brake or supply current to the motor toprevent the rollback of the vehicle subsequent to release of anacceleration input device of the vehicle by an operator.
 4. The vehiclecontrol system of claim 1, wherein the controller is configured tomonitor the deceleration of the vehicle while the vehicle is moving in aselected direction of travel, the controller also configured toautomatically prevent the deceleration of the vehicle from exceeding theupper non-zero limit by automatically controlling one or more of torquegenerated by the motor or actuation of the brake of the vehicle whilethe vehicle is moving in the selected direction of travel up the grade.5. The vehicle control system of claim 1, wherein the controller isconfigured to monitor the deceleration of the vehicle and automaticallyprevent the deceleration of the vehicle from exceeding the uppernon-zero limit responsive to travel of the vehicle up the grade of theroute that is a non-zero grade.
 6. The vehicle control system of claim1, wherein the controller is configured to automatically prevent thedeceleration of the vehicle from exceeding the upper non-zero limitresponsive to the vehicle reaching a zero-speed condition and prior tothe vehicle beginning to roll back down the grade.
 7. The vehiclecontrol system of claim 1, wherein the controller is configured toautomatically prevent the deceleration of the vehicle from exceeding theupper non-zero limit by actuating the brake of the vehicle, and thecontroller is configured to subsequently release the brake and maintaina position of the vehicle on the grade and without the vehicle rollingback down the grade by controlling the motor of the vehicle.
 8. Thevehicle control system of claim 1, wherein the motor of the vehicle ispowered to propel the vehicle by an alternating current, and wherein thecontroller is configured to prevent rollback of the vehicle by applyinga direct current to the motor.
 9. The vehicle control system of claim 6,wherein the controller is configured to prevent rollback of the vehicleby applying the direct current to the motor and not applying the brakeof the vehicle.
 10. The vehicle control system of claim 6, wherein thecontroller is configured to prevent rollback of the vehicle by applyingthe direct current to the motor and also applying the brake of thevehicle.
 11. The vehicle control system of claim 1, wherein thecontroller is configured to monitor torque generated by the motor of thevehicle and to release the brake responsive to the torque generated bythe motor exceeding a threshold torque needed to prevent rollback of thevehicle.
 12. The vehicle control system of claim 1, wherein thecontroller is configured to determine the upper non-zero limitresponsive to a decrease in acceleration of the vehicle.
 13. The vehiclecontrol system of claim 1, wherein the controller is configured todetermine the upper non-zero limit such that the upper non-zero limitdecreases for heavier payloads of the vehicle, slower speeds of thevehicle, or steeper grades of the route and such that the upper non-zerolimit increases for lighter payloads of the vehicle, faster speeds ofthe vehicle, or flatter grades of the route.
 14. A method comprising:determining an upper non-zero limit on deceleration of a vehicle toprevent rollback of the vehicle down a grade being traveled up on by thevehicle, the upper non-zero limit on deceleration determined based on apayload carried by the vehicle, a speed of the vehicle, and a grade of aroute being traveled upon by the vehicle; monitoring the deceleration ofthe vehicle; and automatically preventing the deceleration of thevehicle from exceeding the upper non-zero limit by controlling one ormore of a brake or a motor of the vehicle, wherein deceleration of thevehicle is prevented from exceeding the upper non-zero limit by one ormore actuating the brake or supplying current to the motor of thevehicle to prevent rollback of the vehicle while the vehicle is movingup the grade at a non-zero speed.
 15. The method of claim 14, whereinthe deceleration of the vehicle is monitored while the vehicle is movingin a selected direction of travel, and wherein the deceleration of thevehicle is automatically prevented from exceeding the upper non-zerolimit by automatically controlling one or more of torque generated bythe motor or actuation of the brake of the vehicle while the vehicle ismoving in the selected direction of travel up the grade.
 16. The methodof claim 14, wherein monitoring the deceleration of the vehicle andautomatically preventing the deceleration of the vehicle from exceedingthe upper non-zero limit occur responsive to travel of the vehicle upthe grade of the route that is a non-zero grade.
 17. The method of claim14, wherein automatically preventing the deceleration of the vehiclefrom exceeding the upper non-zero limit occurs responsive to the vehiclereaching a zero-speed condition and begins prior to the vehiclebeginning to roll back down the grade.
 18. The method of claim 14,wherein automatically preventing the deceleration of the vehicle fromexceeding the upper non-zero limit occurs by actuating the brake of thevehicle, and further comprising: subsequently releasing the brake andmaintain a position of the vehicle on the grade and without the vehiclerolling back down the grade by controlling the motor of the vehicle. 19.The method of claim 14, wherein rollback of the vehicle is prevented byapplying a direct current to the motor that is an alternating currentmotor.
 20. A vehicle control system comprising: a controller configuredto determine a selected direction of travel of a vehicle, an operationaldirection of a motor of the vehicle, and an operational speed of themotor, the controller configured to identify a rollback condition of thevehicle responsive to the operational direction of the motor of thevehicle being different from the selected direction of travel of thevehicle, wherein the controller also is configured to automatically slowor stop movement of the vehicle by automatically actuating a brake ofthe vehicle responsive to the rollback condition being identified andthe operational speed of the motor exceeding a designated, non-zerospeed threshold.
 21. The vehicle control system of claim 20, wherein thecontroller is configured to identify a cessation of acceleration of thevehicle in the selected direction of travel, and the controller isconfigured to automatically slow or stop movement of the vehicleresponsive to the rollback condition being identified, the operationalspeed of the motor exceeding the speed threshold, and the cessation ofthe acceleration of the vehicle being identified.
 22. A vehicle controlsystem comprising: a controller configured to determine a lower limit onspeed of a vehicle, the controller configured to determine the lowerlimit to prevent rollback of the vehicle down a grade being traveled upon by the vehicle, the lower limit determined by the controller based ona payload carried by the vehicle and a grade of a route being traveledupon by the vehicle, wherein the controller is configured to monitor thespeed of the vehicle and to automatically prevent the speed of thevehicle from falling below the lower limit by actuating a brake of thevehicle, the controller configured to actuate the brake based on thespeed of the vehicle and independent of acceleration of the vehicle, andwherein the controller configured to actuate the brake of the vehicle toprevent rollback of the vehicle while the vehicle is moving up the gradeat a non-zero speed.
 23. The vehicle control system of claim 22, whereinthe controller is configured to monitor the speed of the vehiclesubsequent to release of an acceleration input device of the vehicle,and to automatically prevent the speed of the vehicle from falling belowthe lower limit subsequent to release of the acceleration input device.24. The vehicle control system of claim 22, wherein the controller isconfigured to monitor the speed of the vehicle while an operatorcontinues to actuate or depress an acceleration input device of thevehicle, and to automatically prevent the speed of the vehicle fromfalling below the lower limit while the operator continues to actuate ordepress the acceleration input device.
 25. A method comprising:receiving a throttle command representative of an operator-requestedincrease in a throttle setting of a vehicle while a brake of the vehicleis engaged; increasing a torque generated by one or more motors of thevehicle responsive to receiving the throttle command; and releasing thebrake of the vehicle responsive to one or more of the torque generatedby the one or more motors reaching a maximum available torque, thetorque generated by the one or more motors reaching a target releaseacceleration, or expiration of a predetermined non-zero duration oftime.
 26. A method comprising: determining whether a brake of a vehicleis released while the vehicle is in a stopped state on a grade of aroute; responsive to determining that the brake is released, one or moreof allowing the vehicle to roll back down the grade by no more than adesignated, non-zero threshold distance or rapidly accelerating thevehicle using torque generated by one or more motors of the vehicle; andsmoothly transitioning movement of the vehicle up the grade by adjustingthe torque generated by the one or more motors subsequent to the one ormore of allowing the vehicle to roll down the grade or rapidlyaccelerating the vehicle.
 27. A method comprising: while one or morebrakes of a vehicle in a stationary position on a grade are engaged,repeatedly determining whether an operator input to release the one ormore brakes is received during a blanking interval; releasing the one ormore brakes of the vehicle responsive to not receiving the operatorinput to release the one or more brakes during the blanking interval;and automatically generating torque with one or more motors of thevehicle to propel the vehicle up the grade.